After an 8 month delay I've now got the ball rolling on lightweight/motorsports CV's again...
07-16-2007, 07:13 PM
#1
AudiWorld Super User
Thread Starter
After an 8 month delay I've now got the ball rolling on lightweight/motorsports CV's again...
<center><img src="http://pictureposter.audiworld.com/711/lwmscv1.jpg"></center><p>
and I now have production CV's in all sizes including small chassis inner, large chassis inner and small/large chassis driveshaft CV's.
I've had nothing but problemms finding a grinding shop wanting to do these. Most just bid quadruple what the job is worth to drive me off. One shop just kept 12 of my CV's around and never touched them or lifted a finger on them and wouldn't return phone calls or my CV's for 6 months. So I sat outside their place one day for 3.5 hours until I saw the person I dealt with walk in and barged in and demanded my CV's back. And "he" had the audacity to be pissed!
But in the 8 months I've had lots of free time to work out some bugs and address a few concerns.
These are all now 12% thicker at their thinnest point than their mated outer CV's wall OD thickness. That is to say an outer CV would fail catastrophically before the inner CV which is lightened. The outers remain untouched and therefore I don't even offer them for sale.
The LWMS (lightweight/motorsports) CV's are all being shot-peened now as an extra hedge against potential failure. Shot peening via molecular compaction compresses the molecular structure tighter making the part more dense/stronger and also acts as a stress reliever. And all weight removal leaves a .165" radius so there's no potential for stress risers.
All bearing races are lapped/honed to a mirror finish inside the CV OD ring as well as the CV's inner spline yoke assembly. These, even before being lubricated, are the smoothest, most friction-free CV's you'll EVER feel! They are completely void of any roughness or friction in any orbital axis you can move them in. Once greased they're even more slippery! Testing with an IR heat gun shows they run 68*F cooler than a stock used CV with 93k miles on it. And 74*F cooler than a brand new CV right outta-the-box! Once broken in I would expect 10-15% better cooling efficiency.
Only type testing these have not endured is drag racing. They've been extensively tested on-track and on Auto-X course and on the streets. Since inner CV's after lightening remain stronger than outer CV's I wouldn't expect drag racing to be a problem but I mention it as until I know empirically it remains a question mark. My gut-level instinct tells me axles will bend before the CV's let go. And thats been borne out time and time again at drag strips with these cars when putting MONSTER torque thru their driveline.
The one thing I can't do with these is make them cheap. For most not even affordable. I tried re-building CV's to LWMS specs but people kept sending me CV's that were too far gone and I refused to touch them as I couldn't in good conscience save them even with new ball cages and over-sized ball bearings. The outer rings seem to be ok but the inner splined yokes get all gauled up and/or pitted or crumbled/broken or are ruined because of debris ingression into the boots. Rebuilding just isn't prudent when modifying a CV to this extent. It's fine for stock CV's but not lightweight/motorsports CV's. Far better to start with the best, all new parts that money can buy then modify them and offer a lifetime replacement warranty for EVERY CV sold no matter what it's intended use, be it street, race or off-road. And in over a year no one, including me has broken one and my LWMS driveshaft CV's have been installed over 2 years and thats the REAL high RPM CV at over 7k RPM's!!
Prices for LWMS CV's:
small chassis inner CV: $229 each
small/large chassis driveshaft CV: $239 each
Large chassis inner CV: $295 each
I make no apologies for the pricing as it's just not something I can do for less. Price includes one 14.5 oz cartridge of Redline CV-2 grease and a 10% discount if 4 CV's are purchased at same time and ship to the same address. No discounts or free Redline grease when purchasing in singles or pairs. Can qualify for discount with "mix-n-match" orders as long as total is 4 and they ship to same address. For instance you can order 2 axle CV's and 2 driveshaft CV's.
All prices include USPS Priority Mail shipping to lower 48 states. Add $10/pair and $15/2 pair for Canadian orders due to weight.
I have no delusions about selling many of these as they were solely designed and made to be used on my car. But I'll stock a few of each size for awhile and test the waters.
and I now have production CV's in all sizes including small chassis inner, large chassis inner and small/large chassis driveshaft CV's.
I've had nothing but problemms finding a grinding shop wanting to do these. Most just bid quadruple what the job is worth to drive me off. One shop just kept 12 of my CV's around and never touched them or lifted a finger on them and wouldn't return phone calls or my CV's for 6 months. So I sat outside their place one day for 3.5 hours until I saw the person I dealt with walk in and barged in and demanded my CV's back. And "he" had the audacity to be pissed!
But in the 8 months I've had lots of free time to work out some bugs and address a few concerns.
These are all now 12% thicker at their thinnest point than their mated outer CV's wall OD thickness. That is to say an outer CV would fail catastrophically before the inner CV which is lightened. The outers remain untouched and therefore I don't even offer them for sale.
The LWMS (lightweight/motorsports) CV's are all being shot-peened now as an extra hedge against potential failure. Shot peening via molecular compaction compresses the molecular structure tighter making the part more dense/stronger and also acts as a stress reliever. And all weight removal leaves a .165" radius so there's no potential for stress risers.
All bearing races are lapped/honed to a mirror finish inside the CV OD ring as well as the CV's inner spline yoke assembly. These, even before being lubricated, are the smoothest, most friction-free CV's you'll EVER feel! They are completely void of any roughness or friction in any orbital axis you can move them in. Once greased they're even more slippery! Testing with an IR heat gun shows they run 68*F cooler than a stock used CV with 93k miles on it. And 74*F cooler than a brand new CV right outta-the-box! Once broken in I would expect 10-15% better cooling efficiency.
Only type testing these have not endured is drag racing. They've been extensively tested on-track and on Auto-X course and on the streets. Since inner CV's after lightening remain stronger than outer CV's I wouldn't expect drag racing to be a problem but I mention it as until I know empirically it remains a question mark. My gut-level instinct tells me axles will bend before the CV's let go. And thats been borne out time and time again at drag strips with these cars when putting MONSTER torque thru their driveline.
The one thing I can't do with these is make them cheap. For most not even affordable. I tried re-building CV's to LWMS specs but people kept sending me CV's that were too far gone and I refused to touch them as I couldn't in good conscience save them even with new ball cages and over-sized ball bearings. The outer rings seem to be ok but the inner splined yokes get all gauled up and/or pitted or crumbled/broken or are ruined because of debris ingression into the boots. Rebuilding just isn't prudent when modifying a CV to this extent. It's fine for stock CV's but not lightweight/motorsports CV's. Far better to start with the best, all new parts that money can buy then modify them and offer a lifetime replacement warranty for EVERY CV sold no matter what it's intended use, be it street, race or off-road. And in over a year no one, including me has broken one and my LWMS driveshaft CV's have been installed over 2 years and thats the REAL high RPM CV at over 7k RPM's!!
Prices for LWMS CV's:
small chassis inner CV: $229 each
small/large chassis driveshaft CV: $239 each
Large chassis inner CV: $295 each
I make no apologies for the pricing as it's just not something I can do for less. Price includes one 14.5 oz cartridge of Redline CV-2 grease and a 10% discount if 4 CV's are purchased at same time and ship to the same address. No discounts or free Redline grease when purchasing in singles or pairs. Can qualify for discount with "mix-n-match" orders as long as total is 4 and they ship to same address. For instance you can order 2 axle CV's and 2 driveshaft CV's.
All prices include USPS Priority Mail shipping to lower 48 states. Add $10/pair and $15/2 pair for Canadian orders due to weight.
I have no delusions about selling many of these as they were solely designed and made to be used on my car. But I'll stock a few of each size for awhile and test the waters.
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07-17-2007, 07:18 AM
#9
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I already have different CV's and shafts/axles
I haven't done measurements to determine what is different from the stock B3.
I guess to start I'd want to know general dimensions of stock to see how different or similar mine are.
The axles and driveshaft are very different. They're much thicker. I'll see if I can take a side by side picture this afternoon.
I guess to start I'd want to know general dimensions of stock to see how different or similar mine are.
The axles and driveshaft are very different. They're much thicker. I'll see if I can take a side by side picture this afternoon.
07-17-2007, 07:33 AM
#10
AudiWorld Super User
Thread Starter
all driveshaft CV's of the era are identical, ie; a 4kQ is same as B5/S4 or UrS4/6...
<center><img src="http://pictureposter.audiworld.com/711/lwcv2.jpg"></center><p>
However the larger chassis Audis use a 108mm OD axle CV's while the smaller cars use a 100mm. Some 4kQ's used the larger CV on their rears.
100mm axle CV's are standard on B3Q, CQ, B4Q, 80/90Q etc.
108mm axle CV's are found on UrS4/6 as well as on B5 S4 and other C-chassis cars.
Unless you have some uber rare AudiSport axle/driveshaft CV's that I've never seen or have access to all CV's on your car will be replaceable by the 3 LWMS CV's mentioned here as these are the "only" CV's made by Audi to cover every car's inner axle/driveshaft CV's from 1980 thru 2001.
Pic shows 108mm inner axle CV on left. 100mm axle CV in middle and 100mm driveshaft CV on right. 108mm CV is approx 3/16" thicker than both axle/driveshaft CV's and uses larger ball bearings and a larger bearing cage. 100mm CV's use identically sized internals but different spline count inner yoke/race assemblies. Outer diameter can vary 1.5-3 thousandths between the two 100mm CV's but their ID's are identical or within .0005" (half a thousandth). Therefore all CV's are machined for weight savings on live centers using their internal ID bores as the centering provision to maintain dynamic balance at 10k RPMs.
However the larger chassis Audis use a 108mm OD axle CV's while the smaller cars use a 100mm. Some 4kQ's used the larger CV on their rears.
100mm axle CV's are standard on B3Q, CQ, B4Q, 80/90Q etc.
108mm axle CV's are found on UrS4/6 as well as on B5 S4 and other C-chassis cars.
Unless you have some uber rare AudiSport axle/driveshaft CV's that I've never seen or have access to all CV's on your car will be replaceable by the 3 LWMS CV's mentioned here as these are the "only" CV's made by Audi to cover every car's inner axle/driveshaft CV's from 1980 thru 2001.
Pic shows 108mm inner axle CV on left. 100mm axle CV in middle and 100mm driveshaft CV on right. 108mm CV is approx 3/16" thicker than both axle/driveshaft CV's and uses larger ball bearings and a larger bearing cage. 100mm CV's use identically sized internals but different spline count inner yoke/race assemblies. Outer diameter can vary 1.5-3 thousandths between the two 100mm CV's but their ID's are identical or within .0005" (half a thousandth). Therefore all CV's are machined for weight savings on live centers using their internal ID bores as the centering provision to maintain dynamic balance at 10k RPMs.