The S H E car

Joga said:
I tried some more ways to include the clip and I just found out that if I use the "Insert link" button and in ADDITION to the URL also fill in somehing in the Text field; then it works.

My conclusion; a youtube clip can be linked to here, IF one uses the "Insert link" function AND also enters something in the Text field.

the clip
Click to expand...
Afternoon Joga,

The recent lack of ability to correctly link YouTube clips is being worked on in the background. We’re hoping it’s just an update of a plug-in, fingers crossed all is back to normal soon enough.

What you have achieved by using the link function certainly works though.

Kind regards,

Tom
 
At last I found the time to take a look at SHE, at lot of other things also needs doing :).

I had in the mean time ordered a completely new drive shaft, a SKF VKJC 5097 as I suspected that I would be needing it rather than just the outer joint.

Just started to disassemble things here.
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Adding some Hammerite paint on the untreated surface on the outer joint of the new drive shaft, since it is so dull to see rust immediately.

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Comparing the weight of the shafts:

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Ouch, SHE will be adding weight ?.

Changing drive shaft is a rather straightforward work.
( In principle it is about loosen the hubnut, put the car on stands, remove the wheel and brake disc and hang the brake caliper aside for better views, disconnect the ball joint, remove the hubnut and press the shaft out of the hub using an extractor if needed , remove the heat shield at the inner joint, clean the inner joint surface and unscrew the six screws holding it. Voila, the shaft can be lifted away).

New one back:
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Lets try a clip showing the problem of the old shaft:

detail clip

The ruined splines:
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What a strange occurrence, 2 times a spline failure!
Well, at least you don't have to worry about them anymore....
New shaft is heavier because that one has splines....... ?
 
Menno said:
What a strange occurrence, 2 times a spline failure!
Click to expand...
I agree. And judging from reactions here it seems I am rather alone with this kind of failure.
I even asked a question on the german forum, but it seems this is a unknown failure mode also there.
And I assume that also in the Dutch forum this is unheard of?
 
Saw your post on the German site too.
On the Dutch there's nothing to be found on worn splines.

To me it's plausible the former owner drove around with split/damaged boots and corrosion developed on the splines before installation of new boots.
This made the fitting of splines versus CV joint not 100% without play anymore....... The raw and ferocious power of the 1.4 petrol engine did finish the job ?.
 
Olerype said:
How did the splines in the counter wheel bearing hub looked like?
Click to expand...
A bit surface rusty if my memory serves me right, but not really worn down much at all.
But on second thought, that is a different spline connection, not at all related to the issues I had here.
 
Not sure I understand, but if your male shaft end looked like that, how did the female hub looked like? If the shaft spun in the hub, did that also take damage?
 
Might be some confusion here, but hmm... here goes.
The spline connection that failed here was between the actual shaft of the driveshaft and the outer CV joint.
The other spline connection in this region, between the joint and the wheel bearing hub, was not affected by or involved in the failure (of the other spline connection).
Perhaps you meant the inside spline of the joint all the time?
If so, I guess they were to a bit worn too, by the slipping shaft. Thats why I bought a whole new driveshaft, to get every thing fresh.
 
I was given a ride in SHE the other day by my partner (its her car now) when I noticed that the temp gauge was showing very low values, around 60-65C in spite of being driven more than 15 minuters.
I asked if it had been like that for long but was told "I never look at that one..?!" .
Well, ok... after checking with VCDS and using my IR termometer I must conclude that the termostat I bought and installed only this summer seems to have given up, both agreed with the gauge, the car was running too cold.
New one is ordered.
 
Yesterday while driving we noticed that the fan speed indicators in the climate panel had disappeated.
And the cabin air flow was almost zero. Quick consultation with the grey cells meant I suspected the fan.
I had luckily enough bought an new Hella/Behr/Mahle fan earlier this year, just to have one ready.
As I (hrmm..) have five A2s it is good to have some spare parts ready in the shed.

In this case the wheather was not cooperative. Windy and continuous rain.
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But at least tried to make it comfortable ? when laying on my back.

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The operation was not too bad, but I had preread how to do it, thanks all A2 owners on internet who have shared ?.
The old fan was seized, with the new fan it works fine now.
 
Today I took a closer look at the replaced fan.
It was possible to turn the fan with some effort, but it was almost seized.
After releasing the four rubber fixings which holds the motor to the fan housing the motor could be moved at bit to give access to the connector and release it from the housing enabling the full removal of the motor from the housing.
Sorry, no photos from that.


This fan i most likely the original one from 2001 and appr 250 000km.
The commutator was rather worn.
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Next thing was to see if I could lubricate the bearings.
Bearing access is good in the bottom end but not in the fan wheel end.
The fan wheel needs to come off and can be removed in this way.
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Fan wheel end. Adding some oil seemed to work well.
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Bottom end. Added oil here to, but I was surprised to see that it didnt work as I had hoped.
Instead of reducing friction between the shaft and the bearing it made the bearing spin more freely in the bearing housing. But the bearing was stuck on the shaft.
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I realised this was no good.
Just out of curiosity I dismantled it further, but now I had to use destructive methods as the bearing housing is press fitted to the stator housing.
But here is how it looks.



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