I'm planning the magnetic ring installation. Got the sizes of the CV, and can see what space there is - so I can compare what's available with what will fit. I expect some machining but that's ok.
What about on the driveshaft between the inner and outer CVs? And maybe use a ford style intermediate bearing holder bolted to engine and box
I was thinking about the inner CV only this morning.....it's only the driveshaft that doesn't have a linear rotational velocity (I believe) - both the input and output ends are constant velocity (hence CV.....I amaze myself sometimes). Trouble is - with the newer wheel speed sensors being so darned accurate, I would say and slack / shunt between the driveshaft ends would tend to be mis-read by the ECU....or is this immaterial? I think I know what you mean about the intermediate bearing - like on my T4 van - however I doubt there's room to squeeze more hardware in here, given the extra size of the DSG 'box. I've tweaked the CAD drawing now.....made a few improvements.
Oh now hold on I have an idea... The MK5 front wheel bearings are not pressed into the knuckles... They're bolted on with 4 bolts. Perhaps... You could lathe out the part where the CV goes into the flange (the splines) to remove the splines, and then slide this over a driveshaft (remove material from a part of the driveshaft perhaps close to the inner CV) and hold the bearing housing in place with a metal frame, it has 4 bolt holes remember. And then Mount a sensor to it. The flange spins with the driveshaft maybe welded to the shaft or something and the housing stays fixed just like it would on a wheel hub
Prob a bit late to chime in lol. The hubs 8v and 16v can be the same depending when they were made, there usually referred to as 90spec. (Same as mk2 caddy van for one) The early 8v hubs had fixed carrier tho so be careful when looking
I've yet to see a factory 8v with anything other than 239mm brakes, there is one of those internet sayings that the runout 8v got them but no concrete evidence anywhere to show if is true or not (yet!) the 5 stud bearing carrier/knuckle does indeed have castor offset compared to the 4 stud stuff, it does this by offsetting the balljoint position and the wishbones are also offset to account for this. putting 5 stud bearing carrier on a 4 stud wishbone will throw out the castor even more, but then again this may be desirable you can just press a 5 stud hub into 4 stud carrier, but you'll either need to redrill discs or go 280mm brakes and get early passat b3 VR6 discs which slot right on. part number is 357615301A, and they arent too hard to find on the bay of e these days edit: plus 5 stud outer CVs
Cheers Johnny..........Great info, as usual To clarify....5-stud hub have larger splines than 4-stud? (hence why need matching CVs?) Are wheel bearings different too? or is this spline size difference only taken up in the hub? Redrilling 4-stud discs also an option I guess.
Have a look at my thread. I used the VR6 bearings and flanges, and I'm using MK4 outer CVs because I've gone 6 speed shortened shafts. I dual drilled hubs and then dual drilled G60 discs as well. Not the worst job though I got a precision eng shop to do the hubs on a machine
yeah bigger spline on the 5 stud hub so the need for the 5 stud cv. the bearings themselves are the same only difference between a 5 stud kit and 4 stud is the selection of nuts n bolts that are included
if 280mm is what you want at the end of it heres some cheap genuien passat vr discs http://www.ebay.co.uk/itm/NEW-GENUI...RAKE-DISCS-SET-357-615-301-A-X2-/191284273615
