Hi Guys, this is Bret Goethe, owner of Goethe Enterprises. I want to start by apologizing to anyone that has not received a return call or message. I am a one man operation and when things happen that need my attention, like they did toward the end of last year, there isn’t anyone to keep things moving forward. That being said I am still very much in the driveline business and am busier than ever building my patented CVD driveshafts. The CVD is the safest, smoothest and most consistent driveshaft available. Since the shaft length varies I need one simple measurement to put an assembly together that is perfect for every car. I have, since the first of the year been to actually stock several common lengths and I have brought the ceramic coating process in house to help speed up delivery time. Again I apologize. Once this business can support itself and I can leave the full job that I also work at things will get even better. Thanks you listening and your understanding. If anyone has any questions my cell is 303-434-4928

Bret Goethe

I need one bret what do u need me to do to get one coming

Call my cell. I am out of town right now but will glad to talk to you.

we love talking to you bret but we need the shafts!!

Is the breakage issue(s) from pinion and trans tailshaft misalignment problems. Seems like like there's plenty of adjustments in the rearend suspension to prevent this from happening isn't there? With unworn parts the driveshaft wouldn't be able to go extreme up or down enough to bind....I don't get it

Some of the issue is mismatched angles but I feel like the trans yoke and the u joints create most of the problems

quote:

but I feel like the trans yoke and the u joints create most of the problems

Because of their strength (or lack of) or ?

Things go through major changes in a driveline as the variables move...shaft RPM's, angles, lengths, loading, it would be near impossible to achieve a "perfect" standard u-joint driveline, unless it's a hardtail, even then there will be areas of operation that will be compromised.

Correct me if I'm wrong, but almost all driveline failures that aren't on the starting line are caused by driveline oscillation. This is why phasing is so critical.

I agree. That is why a constant velocity joint is perfect for application as they are not angle sensitive. The CVD also eliminates the movement on the output shaft required with a slip yoke.

Mike, any updates on that driveshaft?

You can buy the shafts directly from Mark Williams now.

Mike grenaded his driveshaft yesterday in Columbus. Lucky with Jegs close by he was able to get a yoke and U joint and had a local machine shop fix it so he can race today. Luckily there was no damage to the chassis.

After Topeka next week I have to pull the engine to swap rods, next time it hits the track it will have a MW CV driveshaft in the car. That is 2 driveshafts I know about this year in TD that have come apart. I am not waiting any longer

https://www.markwilliams.com/cv-driveshafts.html

Me too steve...and I'm so glad mark William's took over production

Mike back in May, MW told me 3 weeks to get their CV shaft.

Great upgrade Steve!

Mike

Something to consider!

The issue with 4 link dragsters and DS are:
- short length
- Fast TD cars with wings

The two combined can cause a big swing in the DS angle with relatively little movement vs door cars. If you have a shock position sensor take a look at it near the finish line vs at rest where everyone sets up the DS! If you have a rear wing and not just that POS one Undercover and now others produce to cover the rule, your chassis will be pushed down by the wing!

On my car, with the wing, my ride height at the finish line is about 3/4" lower vs very close to ride height without the wing! I have been considering adding a tapered rubber stop to install on the shock shaft to reduce that amount with the wing and not cause any other issues when hitting the bumps down track.

Maybe mounting the wing to the rear end is another possible fix. Either way, if you have a real wing, you need to know what the ride height is doing at the big end of the track, especially for 1/4 mile races!

Over the past year or so I have seen DS 2 failures or impending failures caused by the u joints failing! On both of these cars one or two of the u joint caps, the grease dried up which caused the u joint to eat itself up. On one car it went undetected until the shaft came out. The track staff picked up the busted parts and gave them back and we could see the heat marks on one of the joints caps so we knew the joint failed and not the shaft. On the other car a converter swap saved the shaft as we caught the bad joint during the swap! So u joint need to be looked at and re-greased or replaced on a regular basis!

If the wing is the problem at the stripe > 4 link dragster, why not bolt the wing to the rearend housing?

Run side splitters to get the driveshaft at the perfect angle down track, for speed.

CV shaft, problem solved.