drive shaft u joint phasing

Anything more than 35 or 40 degrees and you need to use a double U joint. If the joints are not properly phased they will operate at varying speeds throughout each revolution which can cause second-order vibrations.

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From time to time the subject of how to build a drive shaft comes up.

. Unisteer will go up to about 40. The joint bearings are all tight and smooth. If the shaft is operating through any angle the yoke accelerates as it.

And correct phasing is when they are all lined up like mine is now. It can also cause vibrations at higher speeds. Flaming river is somewhere in that range as well.

Hope this will help those that have questions. They state that out of phase joints according to their definition causes hard spots in the steering every time the joint turns over. The term phasing the u-joints comes up and some folks get a little confused.

All of Dynotechs driveshafts are built with the following targets. When a drive shaft flexible joint is on its way out it might make a squeak sound at lower speeds. Shaft runout is held to less than 0015.

So here is a link that demonstrates this subject. A longer or shorter torque rod may be available from the manufacture if shimming is not practical. As a general rule the addition or removal of a 14 shim from the rear torque arm will change the axle angle approximately 34 of a degree.

Phasing should be straight in alignment although if you have a binding problem you can put the joint 20 off in phase from any other. All driveshafts are balanced to less than 012 oz-in. As discussed above a single-cardan or u- joint does not rotate at a constant velocity if the operating angle is non-zero.

Some torque rods are adjustable. Speed is not really a consideration in a steering shaft but binding the yokes is where your problem will occur. My BMW manual reads.

A 34 of a degree change in the pinion angle will change the u. Torque rod shims rotate the axle pinion to change the u-joint operating angle. As a general rule the addition or removal of a 14 shim from the rear torque arm will change the axle angle approximately 34 of a degree.

Phasing is the process of aligning the universal joint yokes on both ends of the drive shaft or double u-jointin a parallel fashion. Borgeson and Flaming River Ive used them both both state that correct phasing is when both forks on the same shaft are on the same plane. A 34 of a degree change in the pinion angle will change the u.

Phasing is a term that describes the alignment of the single-cardan joints on opposite ends of the drive shaft. A component thats out-of-balance will never cause a second or higher order vibration only a first order vibration. The drive shaft speeds up and slows down slightly as it rotates due to the nature of the joint.

Wait until you get it back from the shop. It seems to me the principal of operation would be the same. This may feel like a wheel balance problem.

This bike has a cyclical thrum thrum thrum most pronounce in 4th gear. BMW doesnt even mention re-phasing the 2 piece drive shaft on the 1150. A longer or shorter torque rod may be available from the manufacture if shimming is not practical.

Some torque rods are adjustable. If youre going to have it phased and balanced dont get excited and install the new carrier bearing on the shaft first. If you visualize the driveshaft in a straight line both yokes of the u-joints rotate through the same center.

I took my truck to a shop that balances driveshafts etc. The Ford dealer explained it as each U joint being 45 degrees off one another in other words they dont all look like they are lined up. Torque rod shims rotate the axle pinion to change the u-joint operating angle.

Because the shop will most likely repaint everything put some type of mark on the front yoke. Second order driveshaft vibration is usually caused by incorrect vehicle trim height powertrain mounting problems damaged or failing U-joints an improperly phased or twisted driveshaft or improper driveshaft angles. This is totally wrong.

Wheel drive must be installed in the same position. I always set the Universal Joint alignment with the shaft-end U in the same plane. 2000 R1150GS 30k miles I have had the drive shaft out a few times.

All driveshafts are built to within 116 00625 All driveshafts are high. Although this clunk can be caused by other problems it may be a sign of excessive clearance in the u-joints. U-joint clearances are held to less than 0002.

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