Thread: Adaptor shaft

Yep, $110 + postage, should have it monday

I'll wait for your verdict next week and if OK get one. Thanks.

Hi all.. Ok, Im going to butt in here again.. Simplicity people's.. Simplicity!! Firstly, Im. Yet to see/find a good pic of the rear of the box you are bolting too.. Im still assuming it has a propshaft flange on it.. All prop flanges have a locating lip which is 'true'. With this in mind, and an LT transfer case fitted with a flange conversion (Rakeway), you now have two bolt able true machined drive faces to work from. Any machine shop will make a mild steel conversion 'boss' to mate the flanges. With this done, both cases will self support themselves to alow fabrication of the conversion plates etc. my plate was done using two pieces of A4 paper, dirty thumbs to find the holes, and then both pieces of paper were put together using a pin on the center shaft dot. They were then taped to my piece of 25mm conversion plate and all of them center dotted and pilot drilled. The plate was then drilled and countersunk to allow flush fitment of the LT to it having recessed all the cap head bolts into the plate that was now bolted to the ZF box. Who knows how true it is.. Could be a mm out, might be spot on!!!.. As for the gear.. I had quite a few opinions on this (most negative). All wanted to use the original shaft.. Several tried it with the Cummins and it didn't end well.. I applied simple logic here.. A shaft of approx 25mm in dia (forget the fixing hole drilled up its guts at this point) will never have the strength or ability to transmit the torque/power that a piece of 50mm o/d tube with a wall thickness of 10mm will have. My welded gear is exactly that.. An output flange machined down to match the bearing face o/d of the LT input gear.. A shaft was made to hold the two pieces together in a 'true' position. This shaft had a bolt up its guts so that the two halves could be clamped together. The whole thing was then put in a Lathe and a big Vee was spun at the point of join (right where the front taper bearing is located). It was tig welded, and machined back to 2". With the tube nut in place and tensioned to the ZF box spec, that box is now as it should be. Tensioned... But now with a gear instead of a flange. With a bit of setup and shimming 'said' gear can be fitted to the LT and then slid back onto the ZF and tensioned. It is crucial to get the shimming right here, so that the ZF tension is correct and the preload in the LT is correct. Soooooo.. Going back to the gear. The weld is clamped by the tube nut, surrounded by a bearing race, and supported internally by a slide fit tube nut.. Its 50mm in dia and 10mm thick.. When in 1st gear under load it can have 10 times the torque the engine delivers at the flywheel... Its still there and going well!!!!

Sitec, i'm a fan of keeping it simple, have you read what my idea is, imho you can't get any easier. Yes to much crap has gone on in these threads.
Flange to flange and a simple short axle, job done!

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http://www.aulro.com/afvb/isuzu-land...adaptor-3.html

Sitec, you mentioned earlier that your tube was 200mm dia I think. For future reference can you advise wall thickness suitable for this application.

Ooooh, that box lends itself to having a machined plate to match the original backplate and then a welded gear with those splines in the guts!! did the original output housing have the usual 4 x M12 studs to accept a handbrake drum?

That output flange would turn down and press into the guts of the LT gear.. You would be able to run a pretty well identical system to mine... Here's my plate (with cutouts to suit ZF) sat on the LT 230...

Here's the view of the ZF output shaft with the plate fitted to the ZF box....