We're proud to work with the best names in golf. Welcome to the ALDILA Shaft OEM Partner Index. Postheat to a faint red and let cool in air (Note: don’t postheat a universal joint).Return (' ' + element.className).indexOf(' ' + className) > -1 įunction toggle(className, displayState) However, keep in mind that TIG is relatively slow the slower the welding process, the more your finished job is likely to deviate from straight. If you prefer TIG welding, excellent results will be obtained using 309 stainless steel filler rod as above. For the circumferential weld, a couple of hot MIG passes (use a rolling fixture if you can) will get the job done before any significant distortion can set in.Īlthough a steering shaft is not a high-speed rotating assembly, straightness is still a practical goal. Leave a 1/8" gap at the root of the weld to ensure penetration. A heavy driven fit is unnecessary and will restrain the weld joint. ![]() File the pilot if necessary until it fits the tube snugly. The pilot of the splined stub is made a few thousandths oversize to ensure a tight fit in the expected ID of a. ![]() If so, use two these should be as directly opposite each other as possible to equalize the inevitable distortion. With a weld-in stub, plug or rosette welds can be added if desired. A full-penetration circumferential weld of the stub to the tube will transmit steering torque as effectively as the tube itself, and is not difficult. However, by confining the welding to the tube, potential heat damage to the u-joint bearings is eliminated. Welding splined stubs into the steering tube is no more work than welding u-joints directly to it. A mechanical connection, on the other hand, carries the great convenience of being removable for inspection or replacement. ![]() The obvious disadvantage of any welding is, of course, that once you’ve welded the u-joints they cannot be removed without resorting to a torch, saw, or angle grinder. ER80S-D2 wire using C-25 shielding gas will give excellent results for both strength and appearance. The most practical method is MIG, as a comfortably large weld can be made in a few seconds. To avoid heat-soaking the joint when TIG welding, use a high-strength, non-cracking filler rod such as 309 stainless and keep the cross-section small. This does not necessarily disqualify the TIG process, but TIG does tend to be fairly slow. In general, any welding procedure which consumes enough time to discolor the ears of the u-joint should be assumed to have drawn the temper of the bearings. In any case, the cross section of a circumferential weld joint is comfortably larger than that of a tubular steering shaft, and any additional welding in the form of plugs or rosettes would be entirely superfluous. Even if the bearings are removed first, this distortion will cause enough ovality and misalignment to damage both the bearings and the trunnion journals when reinstalling. Plug or rosette welds on universal joints are virtually guaranteed to shorten the life of the bearings from both direct heat and the distortion resulting from weld contraction in proximity to the bearing bores. While it has become obvious over many years that universal joints can be welded to shafts with a high degree of reliability, some procedures are detrimental to the u-joint and must be avoided. ![]() Welding U-joints and Stubs to Steering Shafts
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