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#21
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Its not a question about whether or not an aluminum driveshaft can work, they obviously do.
The question is whether its worth saving a few bucks by using a "used" factory aluminum driveshaft out of a junkyard. I say, based on what I know and have seen, hell NO |
#22
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As far as the basic theory here I had in mind when I began the conversation, we are getting a bit hung up on the aluminum part of it. Are basically all OEM shafts aluminum now? Would it be difficult to find a big factory steel DS?
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1967 Firebird 462 580hp/590ftlbs 1962 Pontiac Catalina Safari Swapped in Turd of an Olds 455 Owner/Creator Catfish Motorsports https://www.youtube.com/@CatfishMotorsports |
#23
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My understanding with the modern stuff is yes. There's going to be basically two types of construction you see. Either a 1 piece aluminum shaft or a 2 piece steel shaft with a center carrier bearing.
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-Jason 1969 Pontiac Firebird |
#24
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Funny thing is, my Dodge Magnum Wagon has a 2 piece with carrier bearing driveshaft. Now, I don't know if all LX (300, Challenger, Charger, Magnum) cars do but mine does.
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#25
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Quote:
My 2006 Tundra as equipped like that as well. I think it's become fairly common to see that.
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-Jason 1969 Pontiac Firebird |
#26
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I paid around 300 for my 3" CM Strange shaft that came with 1350 u joints plus their yoke on trans and rear end . I don't see worth saving much with trying to make something else used work. Hardly any factory shaft is going to come with 1350 u joints. I know this is the street section, put pay for something good once and be done.
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Illinois Outlaw Gassers 6.27@107 9.97@131 |
#27
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Those strange shafts are a pretty good deal.
__________________
1967 Firebird 462 580hp/590ftlbs 1962 Pontiac Catalina Safari Swapped in Turd of an Olds 455 Owner/Creator Catfish Motorsports https://www.youtube.com/@CatfishMotorsports |
#28
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I know the diameter and the length dropped the 80 percent critical rpm to just under 6800 rpm..but it can handle 1500hp if I remember.
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466 Mike Voycey shortblock, 310cfm SD KRE heads, SD "OF 2.0 cam", torker 2 373 gears 3200 Continental Convertor best et 10.679/127.5/1.533 60ft 308 gears best et 10.76/125.64/1.5471 Last edited by ta man; 01-13-2021 at 03:22 PM. |
#29
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The driveshaft on my 2011 GMC truck is steel, at least that's what the rust tells me.
Probably long enough to modify for any car out there. |
#30
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Is it a short bed or single cab?
My understanding from our local driveline shop is it's the length of the driveshaft needed that determines the material, and if it's a long shaft and made of steel, there is a certain point where a carrier bearing is needed so the shaft can be made in 2 shorter pieces. Really long steel shafts aren't a good idea, They get too heavy and as mentioned critical speed becomes an issue, earlier I mentioned they start whipping if too long and heavy. Think "jump rope" Aluminum is lighter and will have a much higher critical speed before that occurs. So in some cases when the factory didn't want to use a carrier bearing to make a 2 piece steel shaft for what ever reason, they would use aluminum, make it one long shaft and done. |
#31
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Im in the same boat with my Ram. I feel like Ive seen some small surface rust which would make me think its steel. Its a short bed. So maybe the short box vehicles get a steel shaft.
__________________
1967 Firebird 462 580hp/590ftlbs 1962 Pontiac Catalina Safari Swapped in Turd of an Olds 455 Owner/Creator Catfish Motorsports https://www.youtube.com/@CatfishMotorsports |
#32
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My truck is a single cab, with the medium length bed ... 7'6" about. So probably shorter than some trucks.
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#33
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Quote:
There is a point with "AGE" and "Duty Cycle" (where even the best parts fail eventually). Put a driveshaft loop on the vehicle and save your vehicle from potential sheet metal replacement down the road.
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"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. |
#34
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Quote:
However, he'll work on and modify used steel driveshafts all day long |
#35
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The critical RPM for my Strange DS is 7800 rpm if I remember correctly and I go across the line at 6700 rpm. It is 3" CM, if I was going to a higher rpm I would have gone with a 3.5" CM shaft.
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1967 Firechicken, 499", Edl heads, 262/266@0.050" duration and 0.627"/0.643 lift SR cam, 3.90 gear, 28" tire, 3550#. 10.01@134.3 mph with a 1.45 60'. Still WAY under the rollbar rule. |
#36
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So your tranny is 1:1 in final gear?
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#37
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That was my way of thinking as well to stay with a 3 inch..time may tell if the rpms creep up over time with any new engine changes.
__________________
466 Mike Voycey shortblock, 310cfm SD KRE heads, SD "OF 2.0 cam", torker 2 373 gears 3200 Continental Convertor best et 10.679/127.5/1.533 60ft 308 gears best et 10.76/125.64/1.5471 |
#38
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__________________
1967 Firechicken, 499", Edl heads, 262/266@0.050" duration and 0.627"/0.643 lift SR cam, 3.90 gear, 28" tire, 3550#. 10.01@134.3 mph with a 1.45 60'. Still WAY under the rollbar rule. |
#39
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Just curious. Some do not. That, obviously effects flywheel RPM vs. tail shaft RPM. That effects driveshaft RPM
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#40
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Technically speaking, unless you’re running a lockup converter, your DS rpm will still be less than engine RPM due to torque converter slippage, even if your final is 1:1
But that’s splitting hairs of course.
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-Jason 1969 Pontiac Firebird |
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