so as we all know our front inner CV doesn't like angle at all. in fact I believe the inner cv can only handle 15 degrees of flex before starting to bind. iv been looking all over. looking at the 930CV idea even looking into grinding the old cv to make just a couple more degree clearance then it hit m while laying under the truck and looking at the front drive shaft. I remember the old front drive shaft was a ****ty weak CV and there are double cardigan Ujoint style replacements for them. what if adapting the same idea to the front axleshafts. something like this. http://www.mudnrocks.com/cv-drive-sh...bicon-express/
if it telescopes inside itself to account for suspention flex and the ujoints are stronger than CV. the only trick would be to find one the right size and make adapter yokes to attach to our diff and hub or weld these to our old mounting points to make it fit.

the only issue I can see running into is possible vibration if this isn't done right.

anyone have any input or ideas.

projectdirtfab id love to hear your input on the idea. btw I found a manufacturer in china that will make custom yokes according to spline count and diameter. it would be awesome if they could make the whole assembly if a cad draft is sent to them. prototyping would be a different story

so what do you think people?

 

I would be afraid that after a welded up assembly just to adapt those. It would be too much going on down there and cause the shaft itself to be shorter to save space. Which I think would result in a pretty crazy angle for that short of an assembly. Those u joints are ok but not really designed for really steep angles. And if you didnt get the tail and nose yokes lined up perfect youll get uneven rotation speeds and cause humming or vibrations and jutters in the front end.

those 930 934 joints have been proven in some pretty harsh conditions. I think finding a way to adapt those would be your best bet.

 

Why does the inner CV joint bind at 15 degrees, but the outer one doesn't? Are you talking about using a double-cardan joint on the inner end only and the current arrangement on the outer? Because there's no way to get enough angle out of one of those joints for any kind of decent steering.

 

Laws of a lever. The most change is at the inner pivot.

and also because the camber change keeps the outter joint good during flex.

 

But the outer joint also has to steer.

 

But most ppl don't spend enough time in full lock to notice bind

 

Damdamdam ****ty mopar suspenton engineering!!!!!!

 

so these are the measurements according to autozones website for the stock shafts looks like its got the spline count too. WTF are they doing having different spline counts. did dodge mix n match this stuff

Weight:17.0 lbsWarranty:Limited LifetimeNotes:Front driver or pass36mm nut size.Location:Left & RightLength:21 1/16"Length Measurement Method:CompressedOutboard Spline Count:33Inboard Spline Count:29Inboard Joint Type:FemaleNut Thread Size:M24x2.0Nut Length:OAH 20.8mmNut Head Size:36mm Hex HeadNut Locking Type:Self Lock

 

It's not just Dodge. My Chevy has 30 spline front axles and 19 spline hubs. I think they don't make an effort to match the spline counts because it makes no difference.

 

Yup. Outboard is not a problem because 33 spline is plentiful. Its the 29 while also adapting to slide into the t case that makes it fun