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#1
11-26-2014, 08:57 PM
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Forget about driveline angles....
As some of you might know, I have been running a CV driveshaft in my 1970 GTO for a few years now. The driveshaft that I have uses a CV joint at the slip yoke and a 1350 joint on the pinion yoke. This has worked very well for me, but there is always room for improvement. Since that time, The DriveShaft Shop has really expanded their line of products for this type of driveshaft.
Today I got a couple of beautiful driveline parts from The DriveShaft Shop. These will be going in a 1967 Cougar. Goodbye 100 years old u-joint technology and welcome to the 21st century...  First is this 27 spline slip yoke for my T56 transmission:  I do believe that a 32 spline version is also available that will work with TH400, etc... It is set up to use one of their 100mm CV joints.  This beauty is a pinion flange for the 9" rear end. There are versions for the 12 bolt also available.  It is machined to accept one of their 108 mm CV joints.  Once I get everything installed I will measure for an aluminum driveshaft (with CV joints at both ends) to go in the middle. Concerns about driveline angles will be a thing of the past. The front and rear operating angles don't have to be equal and opposite anymore, as long as the operating angles don't exceed 9 degrees. Andrew
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IG: projectgattago Please get in touch for Holley EFI tuning services. "You were the gun, your voice was the trigger, your bravery was the barrel, your eyes were the bullets." |
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#2
11-26-2014, 09:29 PM
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What kinda power would these hold up to?? have muncie up front with small output.
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64 Lemans hardtop 4spd, buckets |
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#3
11-26-2014, 09:57 PM
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Quote:
Andrew
__________________
IG: projectgattago Please get in touch for Holley EFI tuning services. "You were the gun, your voice was the trigger, your bravery was the barrel, your eyes were the bullets." |
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#4
11-26-2014, 11:23 PM
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Where is this place located, The drive shaft shop?? Are they pricey?? Any other info on this , I seem to recall your post before, but can't recall what the thread was called. Pictures??
Thanks Rick
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64 Lemans hardtop 4spd, buckets |
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#5
11-27-2014, 02:36 AM
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Here's the address for their website
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#6
11-27-2014, 08:49 AM
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Looks like about $1500 or so.......
__________________
 frittering and wasting the hours in an off hand way.... 1969 GTO, 455ci, 230/236 Pontiac Dude's "Butcher Special" Comp hyd roller cam with Crower HIPPO solid roller lifters, Q-jet, Edelbrock P4B-QJ, Doug's headers, ported 6X-8 (97cc) heads, TKO600, 3.73 geared Eaton Tru-Trac 8.5", hydroboost, rear disc brakes......and my greatest mechanical feat....a new heater core. 
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#7
11-27-2014, 09:28 AM
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Quote:
Andrew
__________________
IG: projectgattago Please get in touch for Holley EFI tuning services. "You were the gun, your voice was the trigger, your bravery was the barrel, your eyes were the bullets." |
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#8
11-27-2014, 01:14 PM
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just looking in.......
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color me gone |
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#9
11-27-2014, 02:14 PM
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What is the largest diameter on that slip yoke? I'm not sure it would clear the floor in my car.
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'63 LeMans Convertible '63 Grand Prix '65 GTO - original, unrestored, Dad was original owner, 5000 original mile Royal Pontiac factory racer '74 Chevelle - original owner, 9.85 @ 136 mph besthttp://www.superchevy.com/features/s...hevy-chevelle/ My Pontiac Story: http://forums.maxperformanceinc.com/...d.php?t=560524 "Intro from an old Assembly Plant Guy":http://67-72chevytrucks.com/vboard/s...d.php?t=342926 |
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#10
11-27-2014, 09:04 PM
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Yup that is another concern for the early a body cars, Not much clearance in slip yoke area. Most have rub marks on floor from u joint hitting floor during launch.
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64 Lemans hardtop 4spd, buckets |
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#11
11-27-2014, 10:45 PM
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Looks interesting but I think there's a reason U-joints are still being used. They're cheap, durable, hold up to quite a bit of torque and power, and they're small. Just my opinion
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1967 GTO, 432 (428+.030), 4-bolt mains, factory Nodular crank, scat rods, icon dished pistons, Lunati HR 243/251@.050, .618/.622 lift, Edelbrock 72cc round port heads, 10.5:1, offy 2-4 intake, Edelbrock 650cfm carbs, Super T10 trans (2.64 first), BOP 10 bolt w/ Eaton posi and 3.36 gears |
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#12
11-28-2014, 12:33 AM
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Quote:
Andrew
__________________
IG: projectgattago Please get in touch for Holley EFI tuning services. "You were the gun, your voice was the trigger, your bravery was the barrel, your eyes were the bullets." |
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#13
11-28-2014, 12:34 AM
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Quote:
Andrew
__________________
IG: projectgattago Please get in touch for Holley EFI tuning services. "You were the gun, your voice was the trigger, your bravery was the barrel, your eyes were the bullets." |
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#14
11-28-2014, 12:40 AM
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I run a 108mm CV on the front now...
   There are no issues with clearance with the floor boards. Andrew
__________________
IG: projectgattago Please get in touch for Holley EFI tuning services. "You were the gun, your voice was the trigger, your bravery was the barrel, your eyes were the bullets." |
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#15
12-01-2014, 11:23 AM
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This is the way I am going. I have been fighting driveline vibration since day one with the overdrive trans. I have tried adjustable upper and lower control arms to get this thing dialed in and i get close but no cigar. Still have a vibration at 65 mph and better. It might be expensive, but it is a real solution to a real problem.
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Skinned knuckles and empty wallet! Could I be any happier? 66 GTO Convertible. LS3-525 HP. Legend LGT700 5-speed, Wilwood 4-wheel disc brakes, Ridetech coil over front susp, PMT rear susp, Hotchkis bars, Billet Specialties 18" Dagger's (18X9 rear, 18X8 front). 2002 Ram Air WS.6 convertible Trans Am. Wife's car. |
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#16
12-01-2014, 11:48 AM
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Could you give an estimate on cost?
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color me gone |
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#17
12-01-2014, 12:14 PM
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I know that their aluminium version with 1 CV joint and one U joint is about $800
__________________
Skinned knuckles and empty wallet! Could I be any happier? 66 GTO Convertible. LS3-525 HP. Legend LGT700 5-speed, Wilwood 4-wheel disc brakes, Ridetech coil over front susp, PMT rear susp, Hotchkis bars, Billet Specialties 18" Dagger's (18X9 rear, 18X8 front). 2002 Ram Air WS.6 convertible Trans Am. Wife's car. |
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#18
12-01-2014, 12:35 PM
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I ended up taking my rear end angle down at the u joint end and cured mine. Completely different than what I had read....or at least the way I understood what I read.
__________________
frittering and wasting the hours in an off hand way.... 1969 GTO, 455ci, 230/236 Pontiac Dude's "Butcher Special" Comp hyd roller cam with Crower HIPPO solid roller lifters, Q-jet, Edelbrock P4B-QJ, Doug's headers, ported 6X-8 (97cc) heads, TKO600, 3.73 geared Eaton Tru-Trac 8.5", hydroboost, rear disc brakes......and my greatest mechanical feat....a new heater core.
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#19
12-01-2014, 01:21 PM
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I tried the same thing and mine never went away. Are you running an aluminum shaft?
__________________
Skinned knuckles and empty wallet! Could I be any happier? 66 GTO Convertible. LS3-525 HP. Legend LGT700 5-speed, Wilwood 4-wheel disc brakes, Ridetech coil over front susp, PMT rear susp, Hotchkis bars, Billet Specialties 18" Dagger's (18X9 rear, 18X8 front). 2002 Ram Air WS.6 convertible Trans Am. Wife's car. |
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#20
12-01-2014, 02:07 PM
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Quote:
__________________
frittering and wasting the hours in an off hand way.... 1969 GTO, 455ci, 230/236 Pontiac Dude's "Butcher Special" Comp hyd roller cam with Crower HIPPO solid roller lifters, Q-jet, Edelbrock P4B-QJ, Doug's headers, ported 6X-8 (97cc) heads, TKO600, 3.73 geared Eaton Tru-Trac 8.5", hydroboost, rear disc brakes......and my greatest mechanical feat....a new heater core.
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