Type 4 stub axels

GDRBO · Post by **GDRBO** » Sat Feb 12, 2005 8:58 pm

The bus (002 and 091) trans are about 13 mm wider flange to flange than a bug trans!

Post by **Piledriver** » Sat Feb 12, 2005 10:40 pm

My bad, but when split between 4 CVs , it doesn't matter.
(Which is what I should have said in the first place...it works fine.)

tuna · Post by **tuna** » Mon Feb 14, 2005 10:19 am

Thanks Ray for seeing what I was seeing. I thought I was becoming moronic and seeing things that no one else would.

Yes, the T2 and T4 CVs are different, but they are interchangible when using them in a conversion. Someone in the offroad forum could probably tell us what the difference is. I know they can tolerate a steeper angle than a Type 1 CV, but the difference between the two larger options, I don't know.

Tuna

raygreenwood · Post by **raygreenwood** » Mon Feb 14, 2005 3:35 pm

There is a post in one of the forums from a week or so ago....with a link to a web ssite that has every spec including angles of flexibility on all of the joints. Excellent. Ray

Bobby74 · Post by **Bobby74** » Mon Feb 14, 2005 9:40 pm

"Type 2 CV's have a maximum working angle of 18 degrees before the joint will "bind" or "pop out" under load. When running at stock height or about 1 inch below, Type 4 CV Joints will be required. Type 4 CV joints have a maximum working angle of 22 degrees."

This is quoted from the Bus-Boys website for IRS conversion on split window buses.

raygreenwood · Post by **raygreenwood** » Mon Feb 14, 2005 11:36 pm

The reason why CV's with more internal clearance to the cages were needed for the 411/412...is that the rear uses a trailing wishbone, instead of the trailing arm/springplate. The stop for the limit of extension is the shock itself. That means that anytime you lift the rear off the ground, you get a good deal more travel than on a type or 3....or even a bus. So...it has a habit if denting the cages. It causes ugly wear. Ray