Hi Andy,
180b's are getting pretty thin on the ground over here too.
Would be interested as to cost of conversion using Datsun u/j's.
C V Joint Conversion
1976 2500 TC. converted to S specs.
Lots of bits
1999 BMW Z3.
2006 BMW 325ti.
Hopefully not needing too many bits.
.
Lots of bits
1999 BMW Z3.
2006 BMW 325ti.
Hopefully not needing too many bits.
.
- Allen Walker
- Senior Member
- Posts:1176
- Joined:Fri Aug 19, 2005 11:36 pm
- Location:Hoole, Chester, UK
- Contact:
Re: C V Joint Conversion
Another alternative are these:
Quite a few suppliers in the UK carry them. They're manufactured by GKN. They're still splined shafts but they have fewer, bigger splines and the sliding parts are coated with Rislan, which is a bit like PTFE. The gaiter is a simple affair at the end of the female part which seems to be much better at retaining the grease, and they have a grease nipple.
I've had them on my car for about 4 years now and I've had no problems and no grabbing or twitching. They use the standard UJs and go straight on to the Triumph hub/yoke.
The only downside I've had with them so far is the fact that they don't allow the suspension to drop down as low when the rear of the car is jacked up. With the Triumph driveshafts you can just pull out the springs once the bottom nuts on the dampers have been undone and the car has been jacked up, but as these are substantially thicker at the hub end, they foul on the inside of the trailing arms. Not that big a deal but can be a bit of a pain if you're only swapping spring insulators, for instance.
I think the original post was referring to something like this:
These are TR6 ones so it would just be a case of making a longer shaft. These are available off the shelf in the US for a mere $1500.
Quite a few suppliers in the UK carry them. They're manufactured by GKN. They're still splined shafts but they have fewer, bigger splines and the sliding parts are coated with Rislan, which is a bit like PTFE. The gaiter is a simple affair at the end of the female part which seems to be much better at retaining the grease, and they have a grease nipple.
I've had them on my car for about 4 years now and I've had no problems and no grabbing or twitching. They use the standard UJs and go straight on to the Triumph hub/yoke.
The only downside I've had with them so far is the fact that they don't allow the suspension to drop down as low when the rear of the car is jacked up. With the Triumph driveshafts you can just pull out the springs once the bottom nuts on the dampers have been undone and the car has been jacked up, but as these are substantially thicker at the hub end, they foul on the inside of the trailing arms. Not that big a deal but can be a bit of a pain if you're only swapping spring insulators, for instance.
I think the original post was referring to something like this:
These are TR6 ones so it would just be a case of making a longer shaft. These are available off the shelf in the US for a mere $1500.
Allen Walker
Hoole, Chester[/size]
Used to have a 1976 Triumph 2500S Saloon in BRG
Hoole, Chester[/size]
Used to have a 1976 Triumph 2500S Saloon in BRG
Re: C V Joint Conversion
Hi all,
the driveshafts in Allen's post look very similar to the ones TR-Nord (a North German Triumph garage) developed for the TR6, which are also distributed via Moss and Limora/SC-parts (although due to the experiences of a well-known Register member I would not necessarily recommend buying the driveshafts with them). Here's their German homepage: http://www.tr-nord.de/portal/alias__Rai ... fault.aspx
TR-Nord has already made a couple of them for the Stag (so they fit the Mk2 saloon as well) - I know that because I own a pair, initially mounted on my Mk2 Estate, now on my Mk1 PI.
Price is approx. 1.500,- Euros a pair.
If someone's interested I could help getting in contact with them.
Best regards
Thorsten
(no commercial interest whatsoever)
the driveshafts in Allen's post look very similar to the ones TR-Nord (a North German Triumph garage) developed for the TR6, which are also distributed via Moss and Limora/SC-parts (although due to the experiences of a well-known Register member I would not necessarily recommend buying the driveshafts with them). Here's their German homepage: http://www.tr-nord.de/portal/alias__Rai ... fault.aspx
TR-Nord has already made a couple of them for the Stag (so they fit the Mk2 saloon as well) - I know that because I own a pair, initially mounted on my Mk2 Estate, now on my Mk1 PI.
Price is approx. 1.500,- Euros a pair.
If someone's interested I could help getting in contact with them.
Best regards
Thorsten
(no commercial interest whatsoever)
Register Member No 6967-06/01
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MD2nnnLDLBW # ME37nnnSCBW # 1MG14nnnLDL # 2MP8nnnDLAP
Re: C V Joint Conversion
Quite like the look of the GKN ones.
Trouble is to ship them to me 12000 miles away would make them rather expensive !!
The last pic of the CV joint setup is very similar to the plans that I have.
Trouble is to ship them to me 12000 miles away would make them rather expensive !!
The last pic of the CV joint setup is very similar to the plans that I have.
1976 2500 TC. converted to S specs.
Lots of bits
1999 BMW Z3.
2006 BMW 325ti.
Hopefully not needing too many bits.
.
Lots of bits
1999 BMW Z3.
2006 BMW 325ti.
Hopefully not needing too many bits.
.
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