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  #31  
Old 07-11-2018, 11:01 PM
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Maybe a shaft out of a 1811 will work, it may not be splined,but the part that is in the trans is machined
the same way.
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  #32  
Old 07-11-2018, 11:29 PM
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Quote:
Originally Posted by darkminion_17 View Post
Maybe a shaft out of a 1811 will work, it may not be splined,but the part that is in the trans is machined
the same way.
Should work. It would have the rear splines he needs.
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  #33  
Old 07-12-2018, 03:25 AM
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Originally Posted by J-Mech View Post
Building a driveshaft is different than building a pump shaft. They can't machine you one. If they tell you they can, don't believe it. It won't work. The entire shaft is hardened, especially where the bearing rides. It's not just a piece of cold rolled steel. Besides that, you won't want to pay them to cut all the splines. Sorry bud. You can't make one.

20 years ago, had a John Deere grader that an input shaft went out of the trans on. Original shaft was NLA from Deere. Known problems with that trans, so they redesigned it and started over. Options were all new trans (machine not worth it), good used (if you could find one), or have one made. Went with the last option. Just like any input shaft, it was hardened. One machine shop laughed. We just thought they didn't want to do it. Found one willing to either try to make new splines on the old, or build new. I can't recall. Either way, had it made and put it in. Now, we are talking days of work here..... grader made it, oh.... 60 feet. Ate the splines right off the shaft. Turns out....they have to be pretty hard to last very long.
Before you go saying this is smaller.... it doesn't matter. Same laws apply.

Can't make them. Better find a hydro.
I figured it wouldn't hurt to ask but thanks for the heads up looks like my uncle may be the best route. Kinda figures tho. Gonna be a real chore to get anything done for that one part.
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  #34  
Old 07-12-2018, 06:13 AM
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Quote:
Originally Posted by darkminion_17 View Post
Maybe a shaft out of a 1811 will work, it may not be splined,but the part that is in the trans is machined
the same way.
It won't last, the diesel's pound drive lines that's why Cub used splined input shafts on them. He can use the input out of a Cyclops Sundstrand pump or he can use his output shaft in a Cyclops pump.
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  #35  
Old 07-12-2018, 06:37 AM
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Sam,

Makes sense why it would be splines but a couple questions about this if you don't mind since I was thinking of putting a diesel in my 1211.
1. The machine shop next door to me can cut splines. He also has an oven for hardening. He hardens dies for tooling all the time but I have no idea if what he does is substantial enough as a "hardened" shaft. The tooling he makes is for huge presses that cut and form steel. He did tell me after hardening dies they are nearly impossible to machine.

2. I thought it would be wise to incorporate either a love joy or some other type of connection to dampen the blow to shaft and rear from the diesel engine. Ever seen this done? If so did it work well?

Anyway if the hardening would work maybe that could help the OP
Thanks
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  #36  
Old 07-12-2018, 06:48 AM
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I'm sure that could be done but at some point you need to look at what it would cost. From a cost stand point his best bet is to buy a used pump from one of the sponsors or Ray Weaver and then replace the drive line with the Cyclops style as I mentioned before. This is not the first time this problem has happened and for some reason we always go through all of the same suggestions and after 3-5 pages the OP bites the bullet and fixes it as I have suggested.
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  #37  
Old 07-12-2018, 07:14 AM
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Here is an 1862 for sale on FB. no engine or front axle but it has the rear and pump and Power steering https://www.facebook.com/groups/316203721787966/
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  #38  
Old 07-12-2018, 07:31 AM
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Quote:
Originally Posted by cooperino View Post
Sam,

Makes sense why it would be splines but a couple questions about this if you don't mind since I was thinking of putting a diesel in my 1211.
1. The machine shop next door to me can cut splines. He also has an oven for hardening. He hardens dies for tooling all the time but I have no idea if what he does is substantial enough as a "hardened" shaft. The tooling he makes is for huge presses that cut and form steel. He did tell me after hardening dies they are nearly impossible to machine.

2. I thought it would be wise to incorporate either a love joy or some other type of connection to dampen the blow to shaft and rear from the diesel engine. Ever seen this done? If so did it work well?

Anyway if the hardening would work maybe that could help the OP
Thanks
You will be fine with what you have. Cub didn't start using splined rears until the 1572 on the diesels. The 782D, 882 & 1512 all use the standard GT pump. IMHO, I think that the rag joint takes some of the abuse of the engine pounding away at the pump. I'm not saying the CV isn't the way to go but I don't run mine enough to worry about the original system failing. If you're putting a bunch of hours on it then I say go the CV route.
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  #39  
Old 07-12-2018, 08:46 AM
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Originally Posted by Oak View Post
You will be fine with what you have. Cub didn't start using splined rears until the 1572 on the diesels. The 782D, 882 & 1512 all use the standard GT pump. IMHO, I think that the rag joint takes some of the abuse of the engine pounding away at the pump. I'm not saying the CV isn't the way to go but I don't run mine enough to worry about the original system failing. If you're putting a bunch of hours on it then I say go the CV route.
As Far as answering coop's question on a lovejoy type coupling for the rear:
I have not tried it on a diesel, as I don't own one, nor have a desire for one.

The 3 cyl seems to hit harder and chew up the drive system so a slight cushion
of a rag system or cushioned cv, in my mind, would seem better, mirroring Oaks thoughts.

I do however use a "Boston" coupling on both my 782's and a Tractor supply china knock off 3 jaw on the 1650.
One of the 782's has over 900 hours on the Boston 3 jaw using a nylon spider instead of a rubber one with no wear to be found.
Thing I like about a 3 jaw is, it runs dead true yet can take slight
misalignment, with minimal parts.

But I'm different, some here don't like the setup, I'm ok with that, I never followed the pack, taking a path of my own on occasion.

I will add that I have not tested the 3 jaw coupling in a continuous hard pulling situation, like mold board plowing or modified/weighted competitive tractor pulling.
If the system proved faulty, it would only take a few minutes to restore the original drive line to service.
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  #40  
Old 07-12-2018, 09:00 AM
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Quote:
Originally Posted by cooperino View Post
Sam,

Makes sense why it would be splines but a couple questions about this if you don't mind since I was thinking of putting a diesel in my 1211.
1. The machine shop next door to me can cut splines. He also has an oven for hardening. He hardens dies for tooling all the time but I have no idea if what he does is substantial enough as a "hardened" shaft. The tooling he makes is for huge presses that cut and form steel. He did tell me after hardening dies they are nearly impossible to machine.

2. I thought it would be wise to incorporate either a love joy or some other type of connection to dampen the blow to shaft and rear from the diesel engine. Ever seen this done? If so did it work well?

Anyway if the hardening would work maybe that could help the OP
Thanks
We've seen guys try the love-joy idea. Usually didn't end well. You have to hold the shaft centered Coop. The driveline on a Cub is held in place on both ends by a pilot (ball) bushing, with the rag joint as a coupler. The shaft can't come out unless you unbolt the engine or trans. Love joy couplers are designed to be on the end of a supported shaft. So.... your going to also add a cross bar and a pillow block bearing. You'd have to. Then get on the tractor and let your legs straddle a shaft spinning 3600 RPM that can come out of place if it fails....?? Only system I would use if not the OEM style is a u-joint. But I honestly like Cubs design better. I think it's safer.

The solution to the issue is what Cub eventually went to, and what Sam has suggested. Although I do agree with Oak. The early diesels didn't use the splined shaft. They seem to fail at about the same rate in my opinion. I think the biggest reason that the drive lines fail is lack of maintenance.
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Runners: 1050, 1811, 185LB, JD 317
On the "back burner": 2-71's, 1250DS, 1000, 582, 682, 982, JD 318.
I have over 30 implements/attachments! IH, Cub Cadet, Brinly, Agrifab, and more!
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