Vehicle & Technical > Discovery

10 spline or 24 spline

<< < (2/2)

Range Rover Blues:
It's down to the fact that 10 spline half shafts have a stress-raiser at the root of the splines which begins to crack under extreme stress, 24 splines have much smaller shoulders (and more of them) so the stress is lowered.  Add to that 10 splines are square splines, 24 are tapered.

If you can get the heat treated Ashcrofts half shafts, they are good enough.  Otherwise go with 10 splines and chuckle at how cheap spare parts are.  I've never bust one but I don't drive competitively and I don't spin wheels off-road.

24 splines are staring to get worn now and showing the weakness inherant in the design, wear reduces the contact face on a tapered spline and eventually they jump.  Once it's happened both diff and half shafts are toast.  Wear in a 10 spline is evident but not a problem.

Given how much 24 spline diffs cost on E-Blag (and you can't give away a good 10 spline diff) I'd have to factor that in too, but you pays your money........

rollazuki:
Come on RRB, you know you CAN give 10 spline shafts away....hehehe

Xtremeteam:
10 spline stuff cos ive got laods o them  :lol:

Tyke:

--- Quote ---but the shear strength on a ten tooth should be stronger
--- End quote ---


Not necessarily - it's down to the sum of the root areas at the base of splines. This is where the shear loads act. I've not actually measured these components so can't really confirm.

Point is, a large number of smaller splines can often have a much greater root area than a smaller number of larger splines . . . . it's all about engineering and mathematics and optimisation of component sizes and also the selection of materials.

I'd agree with RRB that the 'profile' of the 24 spline is better engineered in terms of reduced stress points and fatigue strength but in the longer term they may still actually fail by other means, i'e slipping due to 'worn' contact surfaces on the spline, rather than breaking at the root of the spline. . . . . which apparently was the reason for the change in the first place.


To be perfectly realistic and honest, the design is fundamentally not up to the job, any old Land Rover owner will tell you, they break shafts . . . and always have done . . . . . hence the reason many change to Ashcroft gear if they use the machine hard.

It's all Swings and roundabout's and associated manufacturing costs i'm afriad . . . . . and the argument for and against will no doubt carry on forever.

Navigation

[0] Message Index

[*] Previous page