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Stag Stag half shaft removal
- Thread starter Dennis P
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Hello Dennis,
It is not a difficult job. Jack the back of the car up and support it in the swinging arms. (If you let the wheels droop it is harder to get the shafts out) Remove:- wheel, brake drum. Unbolt the universal joint adjacent to the differential then working in the brake drum undo the six 1\2" nyloc nuts securing the hub to the swinging arm (these also hold the brake backplate, which remains in position) Supporting the inboard side of the drive shaft, ease the whole assembly out through the swinging arm. You may find that the shaft gaiter is too tight when you try and do this. If so, cut off the securing wire or strap on the gaiter and the drive shaft can be slid apart allowing the gaiter to be removed, the shaft will then easily slide out. Use new nylocs on re-assembly and don't overtighten the hub mounting nuts (about 15 to 20 ftlbs from memory)
Use molyslip grease on the splines.
Alec
It is not a difficult job. Jack the back of the car up and support it in the swinging arms. (If you let the wheels droop it is harder to get the shafts out) Remove:- wheel, brake drum. Unbolt the universal joint adjacent to the differential then working in the brake drum undo the six 1\2" nyloc nuts securing the hub to the swinging arm (these also hold the brake backplate, which remains in position) Supporting the inboard side of the drive shaft, ease the whole assembly out through the swinging arm. You may find that the shaft gaiter is too tight when you try and do this. If so, cut off the securing wire or strap on the gaiter and the drive shaft can be slid apart allowing the gaiter to be removed, the shaft will then easily slide out. Use new nylocs on re-assembly and don't overtighten the hub mounting nuts (about 15 to 20 ftlbs from memory)
Use molyslip grease on the splines.
Alec
StagByTriumph
Jedi Warrior
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Actually Alec and Dennis, the universals are staked in place on Federal Specification Stags, and the OE joints are no longer available. However on UK Stags most of the axles are circlipped and the u joints are replaceable.
Hello Glenn,
I'm intrigued as to why UK spec cars had replaceable U\J's and exported cars did not. It certainly makes for a lot of trouble as the U\J's have a hard life and need regular replacement. I can usually re-joint a drive shaft in about hour and at reasonable cost.
Alec
I'm intrigued as to why UK spec cars had replaceable U\J's and exported cars did not. It certainly makes for a lot of trouble as the U\J's have a hard life and need regular replacement. I can usually re-joint a drive shaft in about hour and at reasonable cost.
Alec
StagByTriumph
Jedi Warrior
Offline
Hello Alec,
That question has been puzzling us for years. To the best we can surmise, it must have been an issue of reduced costs and knowing the Stag was going to be discontinued in the American market at the end of 1973, as Stag production costs were sky rocketing. The Stag increased in MSRP sale cost an average of $1000 a year from 1970 to 1973 with an entry sale price of $4995, and an exit sale price of $8995 in 1973.
Needless to say it really ticks us off that we got the crap axles (staked style with small u joint)in all our Stags, certainly in the target market that was supposed to carry the major numbers for sales!
What is really puzzling is that TR4IRS through TR6 all had circlip universal joints, much higher production numbers and a design that is the exact same as the Stag except teh spline axle. Only part number differences between the circlips and staked style, and the Stag spline axle is 2" longer than the TR models. We grab a set of TR6 axles, machine the Stag stub axle yokes for the larger joint and circlip groove and end up with a set of rebuildable axles.
That question has been puzzling us for years. To the best we can surmise, it must have been an issue of reduced costs and knowing the Stag was going to be discontinued in the American market at the end of 1973, as Stag production costs were sky rocketing. The Stag increased in MSRP sale cost an average of $1000 a year from 1970 to 1973 with an entry sale price of $4995, and an exit sale price of $8995 in 1973.
Needless to say it really ticks us off that we got the crap axles (staked style with small u joint)in all our Stags, certainly in the target market that was supposed to carry the major numbers for sales!
What is really puzzling is that TR4IRS through TR6 all had circlip universal joints, much higher production numbers and a design that is the exact same as the Stag except teh spline axle. Only part number differences between the circlips and staked style, and the Stag spline axle is 2" longer than the TR models. We grab a set of TR6 axles, machine the Stag stub axle yokes for the larger joint and circlip groove and end up with a set of rebuildable axles.