30 replies to this topic

[Bargi]

And this is why a wiki type page with compatible bits from other cars!

[Arno]

I used the shaft from an Astra H (aka MK5) 1.7 cdti (don't know partnumber) which also has the F23 gearbox.
You do need the locknut fom that shaft though, as it's different (32mm instead of 30 i think)

It may fit, but the 32mm nut sounds like it may have different CV joints.

Do you know or did you measure the CV joints/housings themselves to see if they have the same outer dimension as the VX ones or smaller?

If the CV diameter is indeed smaller then higher power cars (eg. SC or Turbo) may develop problems with these as they have less area to handle the power and the heat development.

This effect is commonly seen on Elises where the S1's originally have smaller diameter (rover) CV joints than the (vauxhall) S2 and unless swapped for larger ones they tend to run into issues with Honda conversions and such overheating the CV's. Nowadays almost all engine conversions on S1's use different/uprated CV joints for that reason.

Bye, Arno.

[smiley]

Diameter of the biggest cv (near the gear box) is both 30cm. Lenght is also roughly the same. According to my german budy that gave me the tip, 2 dbilas 300 tubby conversions and a few supercharged ones are also running them. Time will tell i think. Also @everybody, this trick is JUST FOR THE SHORT LEFT ONE, not the long one.

[fiveoclock]

I used the shaft from an Astra H (aka MK5) 1.7 cdti (don't know partnumber) which also has the F23 gearbox.
You do need the locknut fom that shaft though, as it's different (32mm instead of 30 i think)

It may fit, but the 32mm nut sounds like it may have different CV joints.

Do you know or did you measure the CV joints/housings themselves to see if they have the same outer dimension as the VX ones or smaller?

If the CV diameter is indeed smaller then higher power cars (eg. SC or Turbo) may develop problems with these as they have less area to handle the power and the heat development.

This effect is commonly seen on Elises where the S1's originally have smaller diameter (rover) CV joints than the (vauxhall) S2 and unless swapped for larger ones they tend to run into issues with Honda conversions and such overheating the CV's. Nowadays almost all engine conversions on S1's use different/uprated CV joints for that reason.

Bye, Arno.

On S1 conversions the drive shafts/joints are always swapped for bespoke items (which are expensive), its not a case of an option of swapping them. The overheating problem occurs on the bespoke driveshafts as the angle of driveshaft is such that the boot splits, the grease is flung out, the driver is unaware, continues to drive and the joint overheats, however I dont think I've ever heard of a CVJ/premature boot failure on a car that isnt used on track. For road use the shaft/CVJ seems to be more than up to the job.

[Arno]

If they are the same diameter then it should probably be fine! Bye, Arno.

[JamesC]

Is it possible to change the upper driveshaft boot (gearbox end) without removing the driveshaft? I noticed the boot is split when adjusting the dampers at the weekend.

[SteveA]

How would you get the boots on or off? The CV's joints are in the way.

[Pidgeon]

What's the current preferred replacement for the inner boot (the one that stopped my car making it to Le Mans ? I have had no driveshaft problems running at OE ride height (strange that ). Fit the Nitrons, ride height goes down, driveshafts at an angle, bye bye booty...

[techieboy]

Genuine Vauxhall. Nothing else has proved to have any longevity.

[SteveA]

I have had no driveshaft problems running at OE ride height (strange that ). Fit the Nitrons, ride height goes down, driveshafts at an angle, bye bye booty...

Just set your Nitrons to a sensible ride height. Mine have been on over two years and no split boots anywhere.

[smiley]

i'm at 10cm ridehight with nitrons. Took the boot 4 years and 70k kilometers to split with that setup. (145k kilometers in total) That oem stuff is da bomb

Edited by smiley, 15 August 2012 - 03:28 PM.