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Thread: Can We Talk Driveshafts?

  1. #26
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    We don't need the splines, the CV at back can deal with any variation in length. The splines are locked in position when installed. You could easily get the driveshaft shop to make the front and back with thicker material and leave out the splines.
    '97 M3, Estoril blue, 2 dr, euro 6-spd, EFR 9180 divided T4 .92 IWG, RK tuning, CP 8.5:1 pistons, Eagle rods, Schrick cams, L19 11 mm ARP studs, O-ringed block, Supertech stainless/inconel valves, Supertech springs & Ti retainers, ported head, S54 oil pump/pan, 80 lb. injectors, OBD1 intake manifold, Steedspeed twin scroll T4, 3.5" SS exhaust, eBoost2 EBC, HFS-4 W/M injection, AEM Failsafe, Zeitronix data logger, Racelogic TC, OpenOBC w. ethanol %, Ireland Eng. engine mounts, UUC black tranny mounts w. enforcers, UUC twin disc feramic, ARC-8's, MCS 2-ways, Z3 rack, Rallyroad strut bar, X brace, Eibach sway bars, Ground Control LCAB bushings, Bimmerworld RTAB's, Powerflex subframe bushings, 210 4-clutch LSD, Stoptech BBK, titainium shims, steel braided lines, brake cooling ducts.

  2. #27
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    Quote Originally Posted by chikinhed View Post
    We don't need the splines, the CV at back can deal with any variation in length. The splines are locked in position when installed. You could easily get the driveshaft shop to make the front and back with thicker material and leave out the splines.
    Then what's the reason you can't just have a one piece drives haft made and retain the factory flex disc?

  3. #28
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    The angle off the transmission is too steep and will kill the flex disc.
    '97 M3, Estoril blue, 2 dr, euro 6-spd, EFR 9180 divided T4 .92 IWG, RK tuning, CP 8.5:1 pistons, Eagle rods, Schrick cams, L19 11 mm ARP studs, O-ringed block, Supertech stainless/inconel valves, Supertech springs & Ti retainers, ported head, S54 oil pump/pan, 80 lb. injectors, OBD1 intake manifold, Steedspeed twin scroll T4, 3.5" SS exhaust, eBoost2 EBC, HFS-4 W/M injection, AEM Failsafe, Zeitronix data logger, Racelogic TC, OpenOBC w. ethanol %, Ireland Eng. engine mounts, UUC black tranny mounts w. enforcers, UUC twin disc feramic, ARC-8's, MCS 2-ways, Z3 rack, Rallyroad strut bar, X brace, Eibach sway bars, Ground Control LCAB bushings, Bimmerworld RTAB's, Powerflex subframe bushings, 210 4-clutch LSD, Stoptech BBK, titainium shims, steel braided lines, brake cooling ducts.

  4. #29
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    Hrm gotcha

  5. #30
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    Quote Originally Posted by rajicase View Post
    Then what's the reason you can't just have a one piece drives haft made and retain the factory flex disc?
    two reasons, that would rely on the pin sticking out of the output shaft of the trans to align the entire length of the driveshaft, and because the pinion on the diff and the transmission output shaft are not in a straight line. The guibo is not meant to deal with that much deflection and the pin on the output shaft is not meant to carry the side loading of that long of a shaft.

    The reason a one piece shaft vibrates in an E36 is because it is too long. There is a term used for a rotating shaft called critical speed. The critical speed is the maximum speed that a shaft of a giving diameter, length, and material can spin before it becomes unstable. If a shaft is too long and too small diameter it starts to fling around like a wet noodle and instead of spinning around its axis it bends and goes around in an arc like a jump rope. If you calculate the length and diameter needed for an E36 it is way to long for a one piece shaft. So if you have a DSS shaft that doesn't vibrate you got really lucky. The problem is the bmw transmissions are way to short. The driveshaft length is the reason that american cars often had a long tail shaft and short tail shaft version of the same tranmission. The purpose of the long tail shaft was just to make the driveshaft shorter for longer full size cars.

    Last edited by someguy2800; 08-18-2017 at 12:34 PM.


    86 325es, 2.8L m50, S476sxe, ProEFI 128 ecu, e85, solid rear axle, TH400 trans, 28x10.5w slicks, zip ties, popsicle sticks, tape
    best time 9.06 @ 151.8 mph, best 60 foot 1.30

  6. #31
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    Quote Originally Posted by someguy2800 View Post
    When I was still planning to use my stock trans I contacted a driveshaft place in Texas that builds 2 piece shafts for diesel pickups. They also rebuilt e36 shaft so the guy was familiar with what I was working with. He told me they could build me a custom 2 piece shaft using a new center support and slip joint for a half ton pickup that would be the same relative size as an e36 shaft but would have about twice the torque capacity.
    This is what I was getting at. Seems like a solid idea. Someone try it!

  7. #32
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    Quote Originally Posted by someguy2800 View Post
    When I was still planning to use my stock trans I contacted a driveshaft place in Texas that builds 2 piece shafts for diesel pickups. They also rebuilt e36 shaft so the guy was familiar with what I was working with. He told me they could build me a custom 2 piece shaft using a new center support and slip joint for a half ton pickup that would be the same relative size as an e36 shaft but would have about twice the torque capacity.

    Do you recall the name of the shop here in Texas?

  8. #33
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    Quote Originally Posted by 1SLWM3 View Post
    Do you recall the name of the shop here in Texas?
    http://www.driveshaftspecialist.com/

    It was probably 6 or 7 years ago that i looked into this


    86 325es, 2.8L m50, S476sxe, ProEFI 128 ecu, e85, solid rear axle, TH400 trans, 28x10.5w slicks, zip ties, popsicle sticks, tape
    best time 9.06 @ 151.8 mph, best 60 foot 1.30

  9. #34
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    Incredibly fast response. Thanks!

  10. #35
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    For guys in the tri state area speak with drive line services in clifton nj very helpful people!
    Buy my native installed ISIS ISTA-D/ISTA-P bmw diagnostic laptop. More Info Here!

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