Constant velocity shafts transmit drive from the gearbox to the front wheels while allowing the suspension and steering to move freely through their full range. Unlike a simple rotating shaft, a CV shaft uses inner and outer joints packed with grease and enclosed in rubber boots to maintain a smooth, vibration-free power transfer regardless of the steering angle or road surface. The most telling symptom of a worn CV shaft is a clicking or knocking noise from the front of the car that increases when turning on full lock, caused by a joint that has run dry after a split boot allowed the grease to escape. In more advanced cases, vibration felt through the floor at motorway speeds indicates the shaft itself has lost balance or the inner joint has deteriorated. SHAFTEC supplies one of the broadest OE-referenced ranges of CV shafts for European vehicles, with GSP and CEVAM covering many French and German platforms. Because each shaft is engineered to a specific chassis length, spline count, and joint geometry, matching the OE part number guarantees the replacement integrates with the hub bearing and gearbox flange without modification. Front-wheel-drive Volkswagen, Renault, and Peugeot platforms account for the highest fitment volumes.
Each CV shaft listed on this page carries the OE references TecDoc maps to a specific vehicle chassis, including drive side (left or right), transmission type, and spline count. Cross-reference the part number stamped on the shaft collar or the old packaging against the numbers shown, then confirm using your vehicle's make, model, year, and engine code. Getting the OE number right prevents mismatch issues at the hub flange or gearbox output, where even a one-tooth spline difference makes the shaft completely non-interchangeable.
OEM shafts are built to the vehicle manufacturer's exact drawings and carry the original OE part number. Quality aftermarket suppliers such as SHAFTEC and CEVAM produce shafts to equivalent tolerances, often using the same steel grades and joint geometry. Budget alternatives may use lower-grade boot material and lighter joint housings that reduce service life, particularly on vehicles that see frequent full-lock manoeuvres or heavily salted winter roads. For high-mileage daily drivers, sticking to established names typically means fewer repeat jobs.
Not always, unlike brake components that are routinely replaced in axle pairs. If the clicking or vibration is clearly limited to one side, replacing only the worn shaft is a perfectly acceptable repair. However, if both shafts show cracked boots or comparable mileage, fitting them together during the same workshop visit saves on labour. On high-mileage vehicles where both inner joints are equally worn, a single-sided replacement often means the other shaft fails within months.
The classic early warning is a rhythmic clicking or snapping sound on tight steering lock, most audible when pulling out of a car park at low speed. As wear progresses, vibration through the steering wheel or floor at cruising speed suggests the joint has lost smoothness under load. In severe cases a grinding or clunking sensation when pulling away from rest indicates the inner joint is close to failure. Visually, a split or grease-splattered CV boot almost always precedes joint wear, so catching it early prevents a more expensive shaft replacement.
Showing 100 of 22,129 CV shaft OE numbers. Enter the OE on the main OE search to jump to any reference.
