Given my t/c is sitting on the floor I went and wiggled the input gear. There is slight 'freedom'. Push the Outcast shaft in with a little pressure some of the 'freedom' is reduced.
Keep in in mind the centre shaft in the t/c uses a crush tube (oft descibed as no better than a toilet roll centre) to load the bearings if I understand correctly. So loading is not unimportant. But then maybe it is only the centre that requires it? I'm novice at this.
On the Outcast adaptor shaft the SAE10 flutes chamfer as they finish. The Outcast shaft also has a 'nose' between the spline ends and the oil seal landing. The 'nose' seems to have the same slop as the 'face' just inside the input gear. Does the 'nose' on the shaft put pressure on the 'face' in the input gear to tighten up end float. I can't tell without cutting the input gear in half longitudinally.
Sheldons shafts seem to me to be designed for the short spline input gear, and hence the abrupt end to the splines, no need for chamfering at that point. Just before the oil seal landing Sheldon has a 'nose' similar to that on my Outcast. From the photo it is hard to tell if it is a radius or a straight edge. Mine is a straight edge and would seem to, as said above, have the same angle as the 'face' in the input gear. If Sheldons was a sharp radius, and my guess about this point has any merit, then Sheldons unit would have lost some friction drive advantage and been a weakness, hence your break. Again I'm approaching this as a novice, but I see possible issues when I compare one manufacturers methods with another.
To me its one of the many tech issues that might need answering. It could be totally irrelevant.
Despite the superiority of a two piece set up, I'm beginning to think more and more that I should just buy another Outcast shaft as spare. I think when you get the time you should do some detailed measurements of the Sheldon shaft to see if an Outcast will fit - two or three weeks waiting and problem possibly solved - we could buy them together and maybe save some coin for your NT trip. Although you still have to determine your case is not out of wack.
Unless Ancient saves the day I feel this is just going to go around and around.
Its not going anywhere! I am on holidays, in tassie, without a tape measure, and will start caring about it when i get home and dismantle it.
Now back to my holiday😊
Without reading your thread (on holidays to busy relaxing) how do you lube the gearbox output splines?
You don't.. The original prop shaft output flange and fixing nut were what gave the gearbox top shaft its pre load. Having machined the bulk of the original output flange down to 50 mm (the width of the area that the seal runs on) forming a tube of 50mm O/D with the spline to suit the ZF box and also the nut locking face, the LT230 input gear is then machined to have a flat face on its I put side (getting rid of the lead in taper). At this point, the internal drive splines are machined out. A support boss is then made and the two pieces are bolted together and put in a lathe. A 'Vee' is machined to accept a tig weld joining the two pieces together. The weld is machined back to 2" to carry the bearing and also tapered down to 50mm to match the ZF seal face. This gear was then fitted to the Transfercase and pre loaded correctly. The output nose was then measured and the measurement compared to the required amount to preload the gearbox. In my case a 10.1mm spacer was required to clamp between the modified gear and the rear gearbox bearing. The Transfercase is then fitted to the gearbox and tightened including the 10.1mm spacer. Once tight, a tube nut is inserted into the rear of the Transfercase (which also has an 'O' ring to stop oil transfer), screwed onto the output shaft of the gearbox and tightened to the original torque of the ZF box. I tightened mine up with the transfer case still empty and was able to reach in thru the bottom hole and turn the preloaded gear by hand, so I know I had it right. Here's the tube nut.
And here is a shot of it all bolted up from underneath. Sandwiched between the extended sump and the LT casing is a piece of 3mm plate with a pair of 100mm holes to allow oil to flow around whilst stopping the case from spreading with the 600nm of torque!
Point 'A' - fragile entry - if it doesn't play any role putting pressure on input gear then it could be reduced to thicken lip entry - or removed altogether.
Point 'B' - the flange could be thickened as per dotted line.
Drawing 2 shows reduced length of spline on MSA side of oil seal landing, if attempting to keep oil seal landing on the shaft instead of flange. Compare how much more spline Ancient has in his example.
Also looked at the input gear SAE10 and the 30 tooth involute(?) input gear from the v8 gearbox. Seems like plenty of wall thickness available in the SAE10 to actually machine out the SAE10 and convert it to 30 spline. Not sure yet if this would work as a simple shaft.
If you could increase the diameter of the oil seal landing and find a seal to suit then you could go for a larger diameter floating shaft and better spline type provided you are prepared to mill the input gear?
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Originally Posted by Vern
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