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.
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.
Hrm gotcha
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.
http://www.driveshaftspecialist.com/
It was probably 6 or 7 years ago that i looked into this
Incredibly fast response. Thanks!
For guys in the tri state area speak with drive line services in clifton nj very helpful people!
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