Unfortunately it takes me back to what I was originally concerned about. If I follow what I think your suggesting the amount of spline on the MSA side is maybe too short (30ish mm) when compared to what Ancient seems to have achieved which is probably about 50-60mm.
Thats why I wondered if Ancients case was wider than mine and maybe yours, or whether he shifted his oil seal to shift the seal landing and get more MSA side spline.
Its great that Ancient has put his example up, and everyone goes great (and it is) but measure it (sorry - measure yours), compare it to what you guys can fit.
I decided to go through the oil seal landing to increase the amount of spline on the MSA side. And incorporate the oil seal landing into the flange to strengthen the female tube. I'll do some more drawings to illustrate if I understand your idea.
Slug burner is saying basically what I gestured before - abandon the two drive flanges and make a one piece shaft involute on the MSA and SAE10 on the input gear.
Dougal followed this course if I understood his 'cloak-ed' ways - he didn't want to make it too easy (wants us to think ). Trouble is Dougal EDMed the internal splines (or previous owner?) and it didn't go straight if I remember - it was holding up but not really the best.
Vern, I don't think the one piece shaft suggested by slug burner is a bad idea, but may be difficult - and I think you would have to have a thread in the MSA shaft to take the draw bolt, just like the ZF auto - the link to Dougals shows it. And if you did break the bolt then you're faced with trying to extract the bolt - transfer case of again time (you'll become very proficient )
Steve G, I have my flange and nut off the MSA output shaft and the shaft seems rock solid. Unless our boxes are a little different I'm not sure the flange/nut is necessary to tighten the bearing - if I understand correct.
Looks like he has threaded a small shaft onto the MSA output shaft. Then slid over it the long main shaft that links the MSA and t/c input gear. The long shaft is held in place by a draw bar that secures to the short shaft now enclosed.
It is the long main shaft I think that gave the problem when EDMed?
One assumes the long main shaft is strong enough over the 'unsupported' mid area - Dougal didn't break it through out his thread discussions.
Nice solution.
But if the long main shaft breaks and the draw bolt breaks with it then its t/c off again I think.
Why not just make a shaft that mates to the Isuzu gearbox output shaft at one end (female spline) and the LT230 input gear at the other end. Like the spud shaft used on the ZF auto to the LT230. Given the back of the Isuzu box is sealed then you should not need an oil seal between the adapting case and the LT230, you should be able to run the adapter case wet with the LT230 gear oil. Might still require one shot lube in the female splines of the adapter shaft as I don't see enough oil making its way to the Isuzu gearbox output shaft, even if oil holes are put into the adapter shaft like that used on the LT230 input gear.
you would need to run an oil drain line back as the adapter housing has the possibility to fill up with all the transcase oil.
I assume the splines were part of the original sliding yolk. Did you machine the flange down to a disk that fitted inside the gear end before welding? Does your 'apprentice' have a web site?
Yeah, the splines were part of the original ZF output flange. I had the splines of the LT230 input gear machined out so I was able to put a tube nut up the guts of the gear and still be able to preload the main shaft of the gearbox. It just took a bit of shimming to get the gear in the right place for the LT230 tho! This was my technical drawing!! For Cummins Zf5-42 to LT230, you now need to talk to Reece Myres and Nick Steggle in The Cummins LandRover Group on Facebook..
I was going to do this sitec to a turbo700 to lt230 adaptation, haven't started it yet, but i didn't even think about it for my situation over the last week.
When i get home, and strip the transcase and gearbox out, i will measure it up to do this.
Without reading your thread (on holidays to busy relaxing) how do you lube the gearbox output splines?
Something in sitecs thread requires some clarification, as it relates to the idea of a floating shaft talked about here.
Assuming we are using the one piece Sheldon/Outcast shaft and casing for example.
When the gearbox/adaptor/transfer case are all assembled and tightened up how much force does the shaft exert on the input gear and its bearings - static load if that's the correct term. In other words what role does the shaft play in tightenting and reducing things like end play etc. Or is it up to the rear bearing carrier (and shims?) that lie just under the pto cover.
In other words if we have a 'floating' shaft - involute MSA side SAE10 t/c side and an included oil seal landing will there be no pressure from the actual flange to the input gear. Consequently sloppy input gear movement?
I assume if this is important then Ancient factored it into his design given it appears to have served him well.
Reply With Quote). Trouble is Dougal EDMed the internal splines (or previous owner?) and it didn't go straight if I remember - it was holding up but not really the best.
Originally Posted by slug_burner
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