Thread: Not good vibes!

Hey my 2002 defa 110 does exactly the same thing. Dead on 60 Kay's especially down hill I get That weird vibration Clutch in. And brakes on. Still get it defa hasn't been raised at all so bit like you can't find the cause
I thought it was the disc covers but no .
Seems to me that the noise comes from the right hand front wheel

The front prop shaft is very short so it gets a bit angry without too much effort.
It doesn't happen to every vehicle, only some. There are several options though to sort this out - castor correction bushes, castor correction arms, double card an front prop shaft and adjustable panhard.

Originally Posted by nedflanders

Hi just fitted a 2" lift to my TD5 and I'm now getting a weird vibration. It only happens at 60kph when slowing down, above and below that speed nothing. Took the front prop off and took it for a drive and vibration gone. The UJs feel OK with no free play but do rotate very easily. Has the lift shown up free play in the prop I can't feel? The angles when it's fitted don't look bad at all?? It feels more like a balance issue but why would the lift cause this?? Confused and my head hurts

A double cardon front prop is often needed when lifting a TD5 (and a Puma) - interestingly it's actually in ARB's installation instructions, but many seem to get away without it on a TD5 (but rarely on a Puma).

Originally Posted by aptfab

The front prop shaft is very short so it gets a bit angry without too much effort.
It doesn't happen to every vehicle, only some. There are several options though to sort this out - castor correction bushes, castor correction arms, double card an front prop shaft and adjustable panhard.

I'm a bit mystified by how caster correction could solve propshaft vibration? I would have thought that rotating the axle with bushes or modified arms would increase the rear uni joint angle by lowering the rear of the diff pinion.

Originally Posted by POD

I'm a bit mystified by how caster correction could solve propshaft vibration? I would have thought that rotating the axle with bushes or modified arms would increase the rear uni joint angle by lowering the rear of the diff pinion.

It rotates or tilts the front axle housing so the diff center points more toward the gearbox. The unis then don't work as hard & likelihood of vibration is reduced.

The front radius arms will tilt the axle to some extent when the chassis is lifted by taller springs. However further tilting is often needed to deal with steering & vibration problems. It made a difference in my case.

Originally Posted by rar110

It rotates or tilts the front axle housing so the diff center points more toward the gearbox. The unis then don't work as hard & likelihood of vibration is reduced.

The front radius arms will tilt the axle to some extent when the chassis is lifted by taller springs. However further tilting is often needed to deal with steering & vibration problems. It made a difference in my case.

I would have thought that caster correction would rotate the front diff anti clockwise (when viewed from the drivers side of the car), as raising the vehicle rotates the diff clockwise?

If this is the case, it would actually create a more challenging set of angles for the front prop, which has been my understanding to date.

Originally Posted by n plus one

I would have thought that caster correction would rotate the front diff anti clockwise (when viewed from the drivers side of the car), as raising the vehicle rotates the diff clockwise?

If this is the case, it would actually create a more challenging set of angles for the front prop, which has been my understanding to date.

Exactly my thought.
Raising these vehicles has almost zero effect on the angle of the front universal joint, as the chassis end of the radius arms are in very close alignment to where the universal joint at the gearbox end of the front propshaft is, i.e. an imaginary line drawn between the left and right radius arms where they pivot at the chassis, would pass almost precisely through the universal joint at the gearbox end of the front shaft. The angle of the diff pinion and the front uni joint doesn't change much, if at all, with raising or lowering of suspension (which is why slotting and rotating the swivel housings is the best way to correct caster on these vehicles), but the rear uni angle changes quite a lot.
Perhaps rotating the axle, resulting in more equal angles between the two universal joints, may (??) improve the vibration problem?? Seems the wrong way to go about it to me, as it is effectively increasing the angles of both uni joints, but I'm no engineer.

Originally Posted by n plus one

I would have thought that caster correction would rotate the front diff anti clockwise (when viewed from the drivers side of the car), as raising the vehicle rotates the diff clockwise? If this is the case, it would actually create a more challenging set of angles for the front prop, which has been my understanding to date.

No rotates it clockwise a bit further.