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Drive shaft removal - struggling


L66TEY

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Hoping for assistance (again). 

Im struggling to remove the driver side (RHD) drive shaft. 

Any tips?

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Its totally free wheel end, but the spline seems to be stuck in the Diff. 

Is there a trick I'm missing here?

With thanks

Chris 

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Right Gents, 

Im still struggling to remove the driver side driveshaft. 
It appears to be seized???

However the good news is the passenger side is free moving near the Diff - hence I'm happy that'll come out with ease when I move round to that side. 
But I want to get the driver side sorted first. 
In relation to the CV joint, I'm comfortable that is back in-situ. 
Plus on closer inspection the Ford housing has been stamped with QUAIFE ATB 362 - a good starting point :D

Though it remains to be confirmed whether the Diff internals or the Diff itself was potentially changed in 2014, as I have a receipt showing a previous owner (Gerry Ralph) paid for removal and refit of Diff by Brooke Kensington in Bicester. 

Is Gerry perhaps a L7C member??

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forgive my ignorance (stupidity), would it be easier to work on if you lowered the diff with the shafts and examined on a bench etc?

Again sorry if dumb question, I'm watching and wondering for when I tackle my Titan in a couple of weeks.

Thanks

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Tricky to get out with both shafts Mark but easy once one is out as said earlier, and it's likely that's the easiest way. 

I understood that one was out but obviously not. I would remove the one that's moving then take out the diff with the other shaft and get the shaft out on the bench. 

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Not at all Mark - I'm a great believer in there being no such thing as a stupid question on here. Ive certainly asked a few :D

My intention is now to leave the Diff in-situ, as based on it being a Quaife a rebuild is not applicable. 

So I'm saving myself the work and a few quid on not having to replace the prop shaft bolts. 

As a side note, Ive bee advised that the single wheel "spinning up" I experienced on a recent track day is deemed expected from a Quaife ATB Diff with a soft Anti Roll Bar setting - hence I'll be putting the ARB on a "higher" hole next time out. 

Chris 

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I'll try my best *whistle*

Albeit, the spinning up was mainly coming out of hair pin turns (Bedford Autodrome) and from talking to Phil at R&R he put it down to my ARB setting being too soft, hence will stiffen it up and so how I go (probably spinning lots *spin*

Chris 

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#16 "So I'm saving myself the work and a few quid on not having to replace the prop shaft bolts."

You're 'saving'about £1.50, I bought 10 M8 x 20 12.9 bolts for £3.99 delivered......

I think the key phrase here is  "don't spoil the ship for......" *wink*

I would suggest that as you've been hauling on the driveshafts it would be wise to have them out and serviced, Removing the diff for the same purpose is not much extra work and well worth doing. 
 

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Don't discount how effective the ATB can be - yes, if you go flying over kerbs it might behave a little unpredictably, but if you're not intending to drive competitively, then it's a very good solution.

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From my blog:


The Quaife ATB is a Spur type differential. Although there’s nothing new about the design, it does offer some features that can be adapted to provide limited slip action. Rather than bevel gears, it has pinion roller gears, which would normally be mounted on bearings, but in this (ATB) design they run loose and unsupported in a carrier.
The implications of this are that the pinion and spur gear are pushed apart under torque (like any gear set). The pinion gears are then subjected to higher frictional forces against the carrier wall. By putting lots of pinion gears (12 in this design) the friction forces can be multiplied up. In essence there is a limited slip action as torque increases. To ensure there is sufficient torque to enable this process to start there is a stack of Belleville springs between the spur gears to provide some initial frictional forces between them.
The limited slip action is at a maximum when both wheels are turning together at the same speed (pinion gears are stationary). If something should happen to overwhelm the fiction and start the pinions turning then the LSD action can drop rapidly returning it to a more of an open diff mode. This is typically seen when subject to more extreme track driving where wheels become airborne over kerbs. However, limitations aside, it has a good pedigree on road cars and works well as as a fit and forget LSD solution.

https://www.facebook.com/Duratec.in.detail

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