Any solutions for the weak D2 CV's ?
- Thread starter mike97d1
- Start date
I would love to have the Ashcroft's, just can't spend that kind of money right now. Thats a big chunk of change to dump on something that should hold up to alot more from the factory. I would understand with lockers or 35's, but a relatively stock truck with a small lift and slightly bigger tires shouldn't break these things without driving way too aggresive. That said I was hopping for a more economical way to strenghten enough to deal with what I have.
stu454 said:
Yea, I see your point, but somethings are far more expensive than they should be, and the stock stuff should be able to take some abuse.
Jake1996D1 said:
Sometimes you can pick the best line in the world, and slide around and need to turn a bit, or work the wheel to keep moving. I think it would be impossible to be perfect and never need to turn when stuck.
mike97d1 said:
Thats because we live on the opposite side of the world where these trucks were made..
If you lived in the UK, it be like driving a jeep over here... readily available parts everywhere.
mike97d1 said:
Yea my point was you learn your limits a bit.. Turning hard with weight on one wheel will lead to cv soup
EricTyrrell said:
Strength wise? D1 stock cvs are a bit stronger according to Ashcrofts testing. What's nice about the open knuckle design of the D2 is you can fit a bigger CV.. Ashcrofts are a bit bigger than stock..
Jake1996D1 said:
I only feel compelled to defend the D2 because I own one...
Ashcrofts numbers appear to be about the same for the D2 and the more modern (weaker) style OEM D1 cv-joints:
http://ashcroft-transmissions.co.uk/images/uploads/cv graph.JPG
http://ashcroft-transmissions.co.uk/index.php?act=viewProd&productId=21
They both seem to indicate failure at about 3700 ft/lbs. Which is kind of surprising, considering the D2 CV is bigger.
jafir said:I only feel compelled to defend the D2 because I own one...
Ashcrofts numbers appear to be about the same for the D2 and the more modern (weaker) style OEM D1 cv-joints:
http://ashcroft-transmissions.co.uk/images/uploads/cv%20graph.JPG
http://ashcroft-transmissions.co.uk/index.php?act=viewProd&productId=21
They both seem to indicate failure at about 3700 ft/lbs. Which is kind of surprising, considering the D2 CV is bigger.
Hmm none the less I'd be interested in seeing comparison pictures of all of them.. Throw in a dirty 30 and one of those stupid FJ80's and it would be a party
jafir said:I only feel compelled to defend the D2 because I own one...
Ashcrofts numbers appear to be about the same for the D2 and the more modern (weaker) style OEM D1 cv-joints:
http://ashcroft-transmissions.co.uk/images/uploads/cv graph.JPG
http://ashcroft-transmissions.co.uk/index.php?act=viewProd&productId=21
They both seem to indicate failure at about 3700 ft/lbs. Which is kind of surprising, considering the D2 CV is bigger.
Which LR were 32 spline and which are 23 spline? Also, the 4340 halfshaft that they are talking about, is that Ashcrofts HD shafts.
They are not known for premature failure on the D2's over here, and yes, cheap spares, used axles for $225, complete with everything, brakes, diff etc etc.
If you think about it, it has to be a fatigue fracture, as you've got four wheels driven and a lot of tesile twist to take up in the shafts, so in theory the short side drive CV should go first, but I don't mind betting that is not the case.
We tow at max weights and it's a manual box, never had a problem yet, but who's to say it wouldn't go bad tomorrow?
We have two axles complete plus two sets of shafts, front and back, expecting to need them with the heavy towing, but nothing has failed so far.
I've met Dave Ashcroft, bought an exchange R380 off him, we share a common supplier. He's a good guy.
Peter
If you think about it, it has to be a fatigue fracture, as you've got four wheels driven and a lot of tesile twist to take up in the shafts, so in theory the short side drive CV should go first, but I don't mind betting that is not the case.
We tow at max weights and it's a manual box, never had a problem yet, but who's to say it wouldn't go bad tomorrow?
We have two axles complete plus two sets of shafts, front and back, expecting to need them with the heavy towing, but nothing has failed so far.
I've met Dave Ashcroft, bought an exchange R380 off him, we share a common supplier. He's a good guy.
Peter
mike97d1 said:
Looks like 32 is "late" style: http://ashcroft-transmissions.co.uk/index.php?act=viewCat&catId=1
And I'm just assuming that they did the test with their HD shafts because the stock shafts were breaking before the stock CV and they couldn't complete the test.... but I could be wrong.
I want to say that the fj80 front broke the shaft at 8300 ft/lbs.? cant find the chart.
IIRC ashcroft wont honor the warranty if you run a 35"
IIRC ashcroft wont honor the warranty if you run a 35"
KyleT said:
I couldn't find where they specifically address what is and is not covered, but in their description for why they were creating the HD stuff they talk about 35" tires as why it's needed. If it were me and I were going to not warranty them for use with 35" or bigger tires, I'd make sure and not talk about them, or at least put a disclaimer immediately before or after.
One thing to note... as this was talking about prices... the ashcroft stuff doesn't seem that expensive when compared to toyota HD stuff: http://www.longfieldsuperaxles.com/ though of course as you've pointed out, the toy stuff doesn't need upgraded until much larger tires are fitted.