He oversimplified this. You can get the 5-1310-1X that is the SPL hardened cross-shaft, greaseable, with the thrust-washer in the cap and the high-quality caps, with the zerk placed in one of the caps. Yeah, it has the greasable-style seal, but there's something to be said about being able to push out all the ugly grease and contaminants. The reality is, the "lifetime" warranty joints still have seals that fail.
I have to admit my confusion; it's been so long since I've worked on a stock CJ axle shaft, I thought Scout axle used the same size u-joint as my CJs do/did. (It is definitely the same as my wife's ZJ, which is the 760X.) CJs used the 260, which is still a 1310WJ joint, with smaller caps.Oh, I see that the 760x is for 1984 or later.. I have an ‘83. That’s explains it I guess!?
The reality is, the "lifetime" warranty joints still have seals that fail.
From a force analysis standpoint, the tiny holes drilled in the center of the cross-shaft are in locations where they impact the integrity the least. Yes, they have some impact, but it's minimal. You also need to consider the benefits to having fresh grease to the needles.Thanks for finding that gem at O’Reilly’s.
So, I just talk to a guy at East Coast gear about this. He pointed out that in order to be Greasesble, the centers of the cross have to be drilled out, And this weakens the joint..
From a force analysis standpoint, the tiny holes drilled in the center of the cross-shaft are in locations where they impact the integrity the least. Yes, they have some impact, but it's minimal. You also need to consider the benefits to having fresh grease to the needles.
The Alloy USA joints that I have in my Scout 44 axle use a zerk at each cap, so I'm reasonably certain that it isn't even drilled. I think I have a spare that I need to look at when I'm in the garage next.