Commodore CV Joint
Page created by T Mar 9th 2011:
Commodore CV Joint:
Commodores have a Constant Velocity Joint in the middle of the Tailshaft. They also have a Centre Bearing. The Centre Bearing and Constant Velocity Joints were not used on earlier Holdens.The Tailshaft also has 2 Universal Joints just as all earlier Holdens had.
The Constant Velocity Joint:
The Constant Velocity Joint is filled with Molybdenum Di-Suphide Grease which is held in by the Dust Boot. If the Dust Boot becomes torn the Molybdenum Di-Suphide Grease will be expelled from the CV Joint causing rapid wear due to loss of Lubrication. The ingress of Dirt will make the problem rapidly worse.A visual inspection will show the condition of the Dust Boot and the CV Joint should be replaced if a problem is present. Flexing the Tailshaft for any signs of movement will tell if the CV Joint has worn out. The CV Joint often comes in a kit which contains Molybdenum Di-Suphide Grease and Loctite Sealant both of which are necessary to do the job. The CV Joint has to be manually packed with Molybdenum Di-Suphide Grease during replacement of the unit and Loctite Sealant must be used on the Threads of the 6 Bolts, where the Dust Cover meets the CV Joint and where the CV Joint meets the rear Tailshaft Flange. Make sure the surfaces a wiped clean of Grease before aplying Loctite to them.
The Constant Velocity Joint Replacement:
Best practice is to replace the CV Joint and the Centre Bearing at the same time because the Tailshaft has to be removed to replace either of them. The Centre Bearing is a lot cheaper than the CV Joint so it makes good sense to replace it anyway. The Centre Bearing is a throwaway device and cannot be serviced. It is pre-lubricated and cannot be lubricated.The CV Joint must have the new Molybdenum Di-Suphide Grease worked well into it before fitting. The mating surface of the the Dust Seal, the Bolt Threads and the Tailshaft Flange must be wiped clean and Loctitie applied to them before fitment. This makes sure the Grease stays in and the Dust is kept out.
The Constant Velocity Joint Removal:
The Manuals state that the Constant Velocity Joint is pressed from the Tailshaft with an Hydraulic Press and Press Plates. I found that the old Constant Velocity Joint can be dissembled by twisting it to the extremes of its movement, then manouvering the Balls from the unit one at a time. Once all the Balls are removed the Cage can be levered off leaving only the Core of the Constant Velocity Joint. A Tie Rod End Remover became the perfect device and the Core pulled off the Tailshaft with ease.
The Constant Velocity Joint Reinstallation:
The Constant Velocity Joint reinstalls in a straightforward fashion with the Core of the The Constant Velocity Joint being tapped onto the Tailshaft with a Socket and Hammer.