Nadella half shafts.

[Roma]

Heb al eens eerder op de Amerikaanse 912-Registry gelezen over de 'legendary Nadella half shafts' die op de vroege 911's en 912's werden gemonteerd en eerder ook op o.a. de 904. Ik kwam laast een plaatje tegen van de 904 versie.

Mijn technische autokennis stelt namelijk niet echt veel voor. Toch ben ik wel nieuwsgierig. Kan iemand mij dit fenomeen eens proberen uit te leggen?
M.a.w. wat is/was er zo byzonder aan?

[Marcel]

De “Nadella” aandrijfassen (op foto) werden in 1965 en 66 gemonteerd op de 912. De “Nadella” aandrijfassen gaven destijds al problemen na plm. 15000 km. Ze waren bijzonder slijtage gevoelig. Deze assen werden vervangen door de “Löbro” homokinetische aandrijfassen.

[Marcel]

De “Nadella” aandrijfassen (op foto) werden in 1965 en 66 gemonteerd op de 912. De “Nadella” aandrijfassen gaven destijds al problemen na plm. 15000 km. Ze waren bijzonder slijtage gevoelig. Deze assen werden vervangen door de “Löbro” homokinetische aandrijfassen.

[Marcel]

Info op de site van de 912 registry (had je vast al gelezen):

Nadellas in the '65-'66 Porsche® 912

Nadella halfshafts were only used on '65 and '66 911s and 912s (starting in 1967 the halfshafts were designed for constant velocity joints). The output flanges coupling the transaxle to the Nadellas are a unique design, with a keyway and different bolting pattern.

Some potential advantages of Nadellas are:
1) They can withstand high amounts of torque. They were also used on the 904 and 906 racecars.
2) The joints are sealed.
3) If you're a concours person, perhaps you can score extra points for originallity.

Some potential disadvantages of Nadellas are:
1) They are not constant velocity.
2) The lower joint is exposed to the weather, has no dust boot, and once it starts to wear out the Nadella is not easily rebuilt.
3) The integral mechanism to allow axial movement is not symmetric, so when extended they may not be in balance, which could create extra vibrations.

To install a later transaxle with output flanges for CV joints into a 912 with Nadellas, or to convert from Nadellas to CVs, you'll need to assembly all the bits and pieces. CVs, half-shafts, and splined shafts to the wheels.

The 912 Registry Webmeister changed from a 4-speed to a 5-speed in his '68 912 Targa, an easy choice since CVs were original equipment. He prefers this combination; smoother, and easier to climb grades. But he has kept his '66 original; it only needed a rebuilt Nadella for the driver's side, and the full conversion to CVs would cost $$$.

New Nadellas have not been available for many years, and Nadellas with the joints in good condition are valuable, so if you decide to upgrade, don't discard the Nadellas, consider selling them to another '65-'66 owner, or a 904 or 906 racer!

[Marcel]

Info op de site van de 912 registry (had je vast al gelezen):

Nadellas in the '65-'66 Porsche® 912

Nadella halfshafts were only used on '65 and '66 911s and 912s (starting in 1967 the halfshafts were designed for constant velocity joints). The output flanges coupling the transaxle to the Nadellas are a unique design, with a keyway and different bolting pattern.

Some potential advantages of Nadellas are:
1) They can withstand high amounts of torque. They were also used on the 904 and 906 racecars.
2) The joints are sealed.
3) If you're a concours person, perhaps you can score extra points for originallity.

Some potential disadvantages of Nadellas are:
1) They are not constant velocity.
2) The lower joint is exposed to the weather, has no dust boot, and once it starts to wear out the Nadella is not easily rebuilt.
3) The integral mechanism to allow axial movement is not symmetric, so when extended they may not be in balance, which could create extra vibrations.

To install a later transaxle with output flanges for CV joints into a 912 with Nadellas, or to convert from Nadellas to CVs, you'll need to assembly all the bits and pieces. CVs, half-shafts, and splined shafts to the wheels.

The 912 Registry Webmeister changed from a 4-speed to a 5-speed in his '68 912 Targa, an easy choice since CVs were original equipment. He prefers this combination; smoother, and easier to climb grades. But he has kept his '66 original; it only needed a rebuilt Nadella for the driver's side, and the full conversion to CVs would cost $$$.

New Nadellas have not been available for many years, and Nadellas with the joints in good condition are valuable, so if you decide to upgrade, don't discard the Nadellas, consider selling them to another '65-'66 owner, or a 904 or 906 racer!