This can also apply to what a driver feels in a steering system when Ujoints are causing sine wave issues. The key is whether the shafts are in plane or out of plane. Truing up the ends of a drive shaft for proper phasing is great, everything is as in the video. But place those shafts out of plane and things compound and phasing the ujoints may help solve the problem.
Just curious if you input and output angles are differnt on transmission would your driveshaft still be phased to 0 degrees? Or would it be phased to allow for the differnt angles of input and output?
I saw an image of a transfer case for front wheel drive in your literature, does your company still make auxillary transmissions? I have an L8000 Ford with a Cummins 8.3. It is a very reliable truck and makes plenty of power for my use but I would like more speed on the highway. The transmission is a vocational 6 speed, again simple and reliable. An option would be to swap the trans to an overdrive unit, the rear is a single axle 23,000 Meritor (Rockwell).
Yes I would also like to know about what adding a double cardan joint to the mix does. My 70' Thunderbird has double cardans on both ends of the shaft. probably because they can't match the two drive angles but was curious if it needs two or if one is enough to cancel the vibration, and or what end it should be on?
В автомобиле нет таких изломов карданного вала ! Это же не Трактор ! При лифте подвески 4-5-6-7-8 дюймов хвостовик АКПП вверху , а хвостовик моста внизу ! И оба должны смотреть по линии друг на друга без изломов !
You mean, the driveshaft is rotating faster at the motor end than at the other end? What BS. I didn't become an automotive engineer for 47 years (since I was 16) to see the difference in shaft rotation and so on. I've changed, cut and shortened/modified, repaired, etc., car and truck driveshafts and CV axles for years and I have never come across a shaft that doesn't rotate constantly. To me it looks like that one or two universal joints are a little stiff that, when it reaches a certain point in the rotation there is a little stiffness as if something is braking it as it rotates.
Hey brother I don't think you understand the video because this is a pretty well-known principle you join angles and drive shaft phasing are coming problem in the automotive DIY field.
It doesn't rotate faster, the speed of the rotation changes during a single revolution because of the geometry of the U-joint. As decipted in the video. Ever wondered why some type of joints are called CV, or constant velocity joint? Because they rotate at a constant veloity at all angles, unlike a U-joint.
Thanks, that was interesting. Like the clicky card to demonstrate the rotation speed.
This can also apply to what a driver feels in a steering system when Ujoints are causing sine wave issues. The key is whether the shafts are in plane or out of plane. Truing up the ends of a drive shaft for proper phasing is great, everything is as in the video. But place those shafts out of plane and things compound and phasing the ujoints may help solve the problem.
Been troubleshooting a beat vibration for a while and this is definitely what it sounds like.
Thanks for this very important information
Nice spicer
Appreciate the knowledge, thanks for posting this important info!
Just curious if you input and output angles are differnt on transmission would your driveshaft still be phased to 0 degrees? Or would it be phased to allow for the differnt angles of input and output?
Phased to allow - 0 only works if the input nd output are parallel.
Well that was interesting!
отличное видео, мне нравится.
This is an excellent video I wouldn't need the funky guitar though
I saw an image of a transfer case for front wheel drive in your literature, does your company still make auxillary transmissions? I have an L8000 Ford with a Cummins 8.3. It is a very reliable truck and makes plenty of power for my use but I would like more speed on the highway. The transmission is a vocational 6 speed, again simple and reliable. An option would be to swap the trans to an overdrive unit, the rear is a single axle 23,000 Meritor (Rockwell).
Kill the background music so we can hear. Excellent video
What about a double cardan
Yes I would also like to know about what adding a double cardan joint to the mix does. My 70' Thunderbird has double cardans on both ends of the shaft. probably because they can't match the two drive angles but was curious if it needs two or if one is enough to cancel the vibration, and or what end it should be on?
В автомобиле нет таких изломов карданного вала ! Это же не Трактор !
При лифте подвески 4-5-6-7-8 дюймов хвостовик АКПП вверху , а хвостовик моста внизу ! И оба должны смотреть по линии друг на друга без изломов !
This video could be helpful if you could mute the MUSIC !
You mean, the driveshaft is rotating faster at the motor end than at the other end? What BS. I didn't become an automotive engineer for 47 years (since I was 16) to see the difference in shaft rotation and so on.
I've changed, cut and shortened/modified, repaired, etc., car and truck driveshafts and CV axles for years and I have never come across a shaft that doesn't rotate constantly.
To me it looks like that one or two universal joints are a little stiff that, when it reaches a certain point in the rotation there is a little stiffness as if something is braking it as it rotates.
Hey brother I don't think you understand the video because this is a pretty well-known principle you join angles and drive shaft phasing are coming problem in the automotive DIY field.
It doesn't rotate faster, the speed of the rotation changes during a single revolution because of the geometry of the U-joint. As decipted in the video.
Ever wondered why some type of joints are called CV, or constant velocity joint? Because they rotate at a constant veloity at all angles, unlike a U-joint.
Can not hear squat with the idiotic background muzak playing.