[DeTomaso] CV joints

[rcbsons1 at aol.com]

My point is the way we run our cars things tend to break especially since all the tires are light years ahead of old style 

I have seen titanium parts on Can Am cars torn apart

Have a good fairly fresh set of half shafts and you should be good.... But check things every once in a while. Since I track and need to pass tech I look things over 

Bob

Sent from my iPhone
Bob Benson
RC Benson & Sons
Office 650-965-3430
Cell 408-209-7677

On Sep 10, 2014, at 7:47 PM, "Darryl Johnson" <johnsondarr at hughes.net> wrote:

> Bob, my case is a little different in that with the big block motor
> (including the adapter plate on the back of the engine to allow a ZF small
> block bell housing mate up) I had a bit of an angle (5% to 7%) on the CV's.
> Second, since my car is 10 inches wider in the back that a stock Pantera and
> has a much longer custom set of drive shafts it exacerbates the overall
> problem of managing the delivery of torque to the outside CV's.
> 
> The real problem with the outside CV joint that failed was with the fitment
> of the proper rubber joint seal to keep in the graphite grease. Once we
> replaced the rubber seal correctly the joint has been without any issues.
> The replacement of the outer CV in my case was quite easy and simple since I
> have C-5 Corvette hubs at all four corners. I believe the C-5 Corvette hub
> complete with CV and stub axle was $159. Didn't go look this up but if
> memory serves me that's the price.
> 
> However, to support the CV conversion I have to say that once the seals were
> correct and all things buttoned up right the CV's have not failed or even
> been an issue. I have run many more high speed rough road mountain runs
> along with maybe 30 or more Mojave Mile runs as well as a few track events
> with absolutely no issues. The car has seen many runs of 176 mph to my best
> of 183.77 mph at Mojave with no issues. In fact, at this point I don't even
> think about the CV's much except to safety check.
> 
> To put this into perspective these CV's routinely see high horsepower and
> torque. The chassis dyno figures for this car showed 557 HP and 610 ft/lbs
> of torque. This power level when linked to the sticky 345 18 Hoosier R6's
> with no issues speaks well for the CV joints on my car. The CV configuration
> I have is the BMW M1 version on the inside installed by RBT and then the
> Corvette C-5 on the outside.
> 
> Sorry for the long response but hope this clarifies the issue a bit in my
> case. Bob did see an issue after our hard mountain run but once properly
> sealed I don't believe that would happen again.
> 
> Darryl Johnson
> 
> -----Original Message-----
> From: DeTomaso [mailto:detomaso-bounces at poca.com] On Behalf Of bens1 via
> DeTomaso
> Sent: Wednesday, September 10, 2014 3:13 PM
> To: detomaso at poca.com
> Subject: [DeTomaso] CV joints
> 
> Not sure I would go with CV joints
> seems like you can't turn things when the car is raised and wheels hanging
> down otherwise the boots get torn.. Darryl with monster power in his Pantera
> ate a set doing the over the hill run we do to the coast.. real tight in
> places, twisty and off camber.. he thought he tweaked his trans until he
> removed the CV joints and parts started falling apart... I recently replaced
> my set last year after running the old ones for over 8 years hard..
> they were already old before.. bought a newly rebuilt set with cad coatings
> from Tommy Hodges work fine... I did change the bolts and nuts and seems
> like I am not always tighten them after I run the track
> 
> my 2 cents- Bob Benson
>