Thread: Universals

I recently had unis on both front & back shafts replaced and shafts rebalanced by Hardy Spicer pinkenba brisbane.

hello rar110, did you take shafts off and take them in to hardy spicers? if so how much did it cost? thanks ted

Originally Posted by Rick Fischer

At QLD rego check the checker did have a go at the SVX's universals. Essentially, they are nearly knackered. 75000k. At the 60 000 service I had to remove both shafts to get grease into them, so not really a surprise.

Question: With all the Chinese rubbish out there re-boxed into what is known in the aviation business as "bogus parts"; who makes and distributes good after market unis along the lines of Timken, SKF, NSK etc .................... and next question "are LR OEM unis any good? Who makes them?"

Did notice something in here yonks ago about using Nisota universals, because they are larger dia and in deffie not highly loaded????

Cheers

RF

For many years Land Rover used 1310 (Spicer designation) universal joints and on some models they reduced them in down to 1300. However I have read posts on this forum that Land Rover increased them to 1410 series for the Puma engined Defender.

Within a particular Spicer series, 1300, 1400, etc. the diameter and length of the needle bearing, is the same (1400 being larger than 1300) however the lat 2 digits indicate the size across the apposing bearings.

So the size of the needle rollers determine the load capacity of the bearing, but as the size across the bearings increases, the torque capacity increases.

Now the torque capacity of 1310 universals is more than adequate for any Defender, and the capacity of 1410 series is much greater. The torque capacity of a 1410 is way overkill for a Defender.

The universals used in Landcruisers and Patrols are not any of the Spicer designations, those used in Landcruisers are larger than 1350, but smaller than 1410. Patrols are a little larger than 1410.

I don't have personal experience with Puma or later engined Defenders, but if the information about the uni's being 1410 series is correct and they are failing prematurely, and the problem is not torque capacity, then I would suspect that the operating angles are excessive. This is consistent with the driveline problems that Puma engined Defenders experience, particularly with a suspension lift.

Edit: 1400 and 1450 references changed to 1410

FWIW, the 1310 is also recommended for the 4.6 V8 P38 as "heavy duty" replacement, so given the torque differences it ought be quite OK for the Puma. I agree with Bush65 re. the adverse impact of drive angles. Perhaps double cardan shafts F&R are the answer. Was there much body vibration with the original UJs?
cheers

Thanks Guys.

My SVX is stock suspension and all angles are "as delivered", no vibrations, operates OK.

So the LR OEM fit is Spicer 1400 or 1450 for Puma Defender?

Cheers

RF

On Cardon Joints

Not a lover of Cardon joints. Had a Disco, and a front drive shaft costs a bomb (at least mine had 350k km and I caught the "chirp chirp" in time [note the chirp chirp, not a squeak squeak - something I didn't know at the time until asked by the service manager "chirp chirp or squeak squeak?"]

A mate had one fail at less that 150k km out in woop woop, and took out the floor and gearbox and a few other bits. "Not happy Jan" moment

Cheers

RF

Further to my last post, which I edited to change 1400 & 1450 t0 1410.
The following pics were copy/paste from Spicer manuals.

This lists unis for Landcruiser Land Rover and Patrols. Note Land Rover 110 and Range Rover used Spicer uni kit K5-13XR (1310 series) up to 1986. After 1986 they were replaced with the smaller K5-A757 (1300 series). This doesn't confirm or deny the possible change to 1410 with the Puma.


The following table gives sizes and torque ratings


The following offer more info for 1300, 1310 & 1410 series