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I'll give you two lengths.
64mm - if you are talking about point of contact with retaining bolt (inside bell shape of flange) to far end of oil seal
80mm - if talking about over all length of flange (after taking off 2mm for the witness ring). Otherwise absolute total length 82mm
OK thanks, now how about just bolting two msa flanges together and getting a transcase seal to suit!
AM mentioned this a loooonng time ago but he made his adapter as he didn't have access to another flange at the right price.
If its not quite long enough then just make a spacer. I have 89mm on Sheldon's shaft from where it bolts on to the end of the seal surface
Time for you to do a bit of drawing (scaled - not some work of art on the back of an envelope) :)
By my estimates back to back MSA flanges will see you pushing into the space occupied by the input gear, probably by 10-15mm. After milling it back you could do a Sitec weld job on it and join it to the input shaft.
The back of the Outcast shaft is bell shaped and 20mm deep. It needs to be this thick to allow for the bell, which in turn allows for the intrusion of the MSA output shaft.
By constrast the MSA flange is only 9mm thick, the bell is much shallower and looks like touch and go as to whether the output shaft will stop you bringing two MSA flanges together.
Huh. Msa flange is 82mm, Sheldon's is 87mm ( from where it bolts on, to the end of the seal surface) how is that going to be 10-15mm to long?
When you said 'two msa flanges' I thought you meant two MSA flanges!
Didn't twig you're going to refurbish the broken Sheldon major portion (which I have wondered at but also the quality for splining).
Using Sheldons will appear to put you 7mm further into the input gear space, again machine back. Assuming the rear of Sheldons is as deeply belled as the Outcast then back to back should be OK.
Just got to figure joining back to back to output gear.
you need to look at this again. Your Sheldon shaft is in pencil on the top margin, drawn according to some specks you gave earlier. You will then seen how your shaft relates to the Outcast.
http://www.aulro.com/afvb/attachment...t-imgp3233.jpg
Your oil seal landing is wider and there are significant differences in the way the two transition from the oil seal to the SAE10. Where mine is sloping is where it is starting to conform to the shape of the input gear 'mouth' for want of a better word. This is why elsewhere I queried whether the input gear, when the transfer case in attached to the gearbox, puts force on the gearbox shaft in any way (in respect to the original zf installation or other manual rover box).
Seems, if I understand Sitecs work, this is the case in a way - he has to preload the input gear taper bearings but also through the draw bolt exert preload onto the zf shaft using the input gear. If we stick to using the existing MSA drive flange and securing bolt this issue become irrelevant for us.
Anyway, given your shaft does not slope from the oil seal landing (point of failure), implies your shaft must sit a little to the left of the Outcast unit. But why, I do not understand, because the Sheldon case and Outcast case appear to be near identical in over all length. Unless mine does not sit as far in as I think ie the slope previously discussed is not so close to the input gear 'mouth' as I assume -- but this can only be proved by reassembling everything, taking more measurements, then taking it all apart again.
Ahhhh, do I have to draw this on the back of an envelope for you?:D
Use two MSA drive flanges bolted together back to back, o-ring in the middle or Welch plug, find a seal that fits it that will fit the lt230, get a stub axle made to suit the input gear and msa drive flange.
Now go and bolt yours together, drive the hell out of it and see if you can break it, if not, you need not worry about all this:p
Wish I could go drive mine, but I'm still waiting for my certified welder to turn up for the engine mounts and chassis stiffening plates. Just have to drive my Troop Carrier instead :p
Tried ebay and general google searches for the flange but couldn't get any close matches - lots of cheap LRover stuff but too small. Try National Truck Spares, they've turned up a couple of odd things for me re the 4bd1.
Mudmouses's use of the S3 looks a good alternative - new trend in stolen series parts to feed growing Isuzu cult following.
Maybe you should consider running a wet adaptor case.
Someone mentioned it, but I want to see if its true. Did Sheldon incorporate the back cover of the MSA into the adaptor case? With the Outcast that cover is removed and discarded.
How do we know if the MSA drive flanges are true?Quote:
Originally Posted by Vern
In the New Process conversion the thread was cut off and a new shaft similar to the one on the TF727 and ZFHP22 - LT230 (but without the internal tube nut) was made.
Does the MSA need the preload of the rear flange?
By all accounts the MSA output shaft bearing needs preload and is normally applied by the securing nut tightening the drive flange down. Remove it then you have to resort to Dougal or Sitec methods as alternatives.
Each drive flange has a press fit witness ring or 'male', couple of mm wide and high (size apparently not important). One of the flanges will have to have the ring removed, and replaced with a 'female' recess to take the others 'male'. Apart from relying on Isuzu's machining skills, the skills of the person doing the adaption then I guess you would mount it up and put a dial on the end and check for wobble.
Any links to the new process version - from memory is that about later US engines or gearboxes?