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R230 Axle assembly: a pictoral review

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Guest the_dj
3.54 from the Q45, and from what others have posted, 4.11 from Z-TT

 

It's a 4.08, but I don't think anyone can tell the difference when driving ;)

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Z-Dreamer wrote:

 

"So, are the stub axles the only weak link left?"

 

I would have to say yes. I know that there's been very few stub axle failures ever discussed in the forum, but it would be nice if a stonger stub axle could somehow be adapted into the stock rear housing. Its been mentioned that Jim Biondo (past list member?) converted some Corvette stub axles to work but Pete Paraska has been unable to find any documentation on this swap. Has anyone else ever ventured into this little known area of adapting different axles, other than the 27 spline (I think)280Z ones?

 

Mike Mileski

Tucson, AZ

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I was wondering.... Are both ends of the new CV axle able to change length? I ask this question because the old outer was fixed in length and the old inner could telescope to compensate for changes in length. If both ends of the new CV axle are free to telescope you may have a problem. You will have added an additional degree of freedom to the axle without adding an additional constraint. This will cause the position of the axle to be indeterminate, and may lead to vibration.

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I cannot address 74_5.0L_Z's concern, but I know that on the ZX cv jointed shafts, a spring on one (moveable end) end pushes the shaft against a nylon button in the other joint at the other end of the half-shaft keeping the shaft always positioned inboard. This also povides constant pressure on stub axle as well.

The joints used on German makes use the same type of cage set-up, with no spring at all, but the grooves that the balls ride in are much shorter allowing only about 1/2" of movement on each end.

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I just finished breaking down my CV shafts from an Infiniti J-30 R-200 VLSD rear end (Pretty sure its an R-200 short nose). Surprisingly, the CV joints look nearly identitcal to the R-230 CV's in Tims pictures. Close enough that it may be possible for the Moser R-230 shafts to work with the J-30 CV's. How many splines do the R-230 shafts have, and what is their OD at the splined section? The J-30 shafts are 27 spline at 1.160" OD on the splines. Here are some pics of the shaft after disassembly:

 

normal_J-30%20CV%

 

normal_J-30%20shaft%20end%7E0.jpg

 

Hopefully someone with the R-230 shafts will chime in.....

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I have a lathe at work, I'm pretty sure I could modify the moser shafts to work with these joints. Maybe. The race on the R-230 shaft looks a little different than mine. Mine doesnt have the turned down portion on the internal splines to fully seat on the shaft so the c clip can go on. It appears that the shaft is releived on mine instead.

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I think that only applies if it is just surface hardened, where the hardened area is only a few thousandths of an inch thick. I'm pretty sure that CV shafts are hardened all the way through like knife blades, so I should be ok to machine on it as long as I go slowly and use coolant to keep everything cool. As long as it never gets above about 400 F while machining it shouldn't affect the heat treatment.

 

Mike

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Tim - The Z32 TT R230 is 3.69 or 3.7 ratio - the Z32 NA R200V is a 4.08. The R200v NA shafts look the same as the J30 shafts. I haven't compared them to a Z32 TT shaft - yet. I just wanted to post the ratio - so someone shopping for a rear-end doesn't get something they don't want.

 

Cheers - Doug

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I just wondered into this thread after searching for a while. I guess I just needed to find the "magic phrase" that got me to this write up.

 

I just got done breaking down some Q45 axles to use with the VLSD diff and Ross adapters. I was quite stumped on disassambly mainly because most of the components within the boot were so COVERED in grease that I could tell what's what. Even after wiping up most of the grease with rags I was still stumped. Thanks for the good write-up. Most of the pics are redX for me but I was able to get through it with just the text alone.

BUMP for anyone else out there getting ready to tackle this project.

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Z-Dreamer wrote:

 

"So' date=' are the stub axles the only weak link left?"

 

I would have to say yes. I know that there's been very few stub axle failures ever discussed in the forum, but it would be nice if a stonger stub axle could somehow be adapted into the stock rear housing. Its been mentioned that Jim Biondo (past list member?) converted some Corvette stub axles to work but Pete Paraska has been unable to find any documentation on this swap. Has anyone else ever ventured into this little known area of adapting different axles, other than the 27 spline (I think)280Z ones?

 

Mike Mileski

Tucson, AZ[/quote']

 

Gidday everyone,

 

 

Mike, I reckon you hit the nail on the head there. I was trawling the internet searching for solutions to my stub axle problems when I stumbled upon this forum, last night, and I’ve been sleep deprived since ! It looks like you’ve developed the source when it comes to info on beefy Z rear ends, and from my experience, the stub axles are definitely the weak link.

 

 

I have a 9 second S12 Gazelle which is a Japan only RSX model with the 2 litre FJ20ET 4 cylinder engine. These cars are kind of neat in that the factory equipped them with a complete Z31 300 ZX rear end, R200 LSD diff, the lot. In fact, the rear end of my car was replaced with a genuine 200ZR rear end after a circuit racing incident, so I’m amongst friends here (I hope). In any case I was very interested in the 27 spline 4340 stub axles produced by modern motorsports, they look a nice upgrade, but I have been down this road before and had a set made up a year or so ago in 2767 tool steel. These were fine for NZ tracks, but definitely aren’t up to a sticky track now I’m back in Australia. The special axles lasted all of 8 x 9 sec passes before both died (when they die, they both die at once). IMHO no 27 spline axle will survive for long in the 9 second zone, no matter what it is made from, and we should be looking at developing a 33 or 35 spline stub axle for these things . I have e-mailed modern motorsports with my ideas on how to make this work, and hopefully between all of us we can solve this last problem and make the rear ends of these things good for 9 and even high 8 second passes (my goal). I hope that we can get something going in this area and I’m more than happy to develop these things on my car if required.

 

 

In fact, I’m also interested in the Z31 300ZXT half shafts. I have used a set of these for 30 or 40 x 10 and 9 second passes and they still are hanging in there. They are tough – has anyone broken one yet, and are the 6 bolt R230 half shafts an upgrade (i.e. bigger splines, axles and CVs ??). Are the Z32 300 ZXTT stub axles bigger again and can they be retrofitted into a Z31 ?

 

 

The R200 is still hanging in there but I am interested in the R230 information, has anyone broken a R200 yet and if so, do they collapse the pinion spacer or go somewhere else ?

 

 

Thanks guys

 

 

Ben

 

PS, I met Don Manzo a few years ago at Infineon raceway (NHRA import series), great to see you on this forum mate !

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Just to add a note: Be sure to pay attention to Tim's note in Step 7. about cage orientation. If you get the cage reversed (easy to do, and you may be tempted to do it on purpose to adjust the axle length) , your axle will be too short and major doo-doo will result. I know this for a fact.

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