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#1
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1350 u joint to 3r combo
Anyone make this combo in a non greeseable u joint?
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76 T/A 455, cnc chamber E heads,OF hyd roller ,yella terra shaft rockers 11.47 119 |
#2
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All the ones I see are grease-able. Send Spicer an email..
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#3
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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. |
#4
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The adapter joints are all going to be greasable. I just bought a 1350 to 1310 from our local driveline shop the other day. It's a Spicer part (all he carries) and has a grease fitting. He told me that's the only way the adapter joints come from Spicer. The solid joints will be one size.
Might be another brand out there that doesn't follow that scenario but the U-joint really isn't the weak link, greasable or not. It's the small yoke that's the weakest point. |
#5
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Is Lakewood still in bizz? Last solid adapter joint I bought was from them
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#6
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I would just ante up for 1350 input and diff yokes. I like the positive retention of the 1350's vs the clip deal on the 3R's.
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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 |
#7
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My problem here is the billet 1350 yoke I wanted from the local shop that does my driveshafts is out of stock. His supplier says 3 months maybe more. Rather than wait, because I needed to get the car off the lift, I bought the adapter joint for now, he had one.
I might be able to order one somewhere, but at this point I'm pretty sick of ordering crap and being told It'll be weeks or months. Took me 4 months to get a transmission, 6 months to get a controller, 2 months to get quarter panels, and 3 months to get outer wheel houses. Honestly I've pretty much had enough of ordering crap until this nonsense gets straightened out. Okay back to the regular program |
#8
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Strange has them in stock. Fast shipping too. I always order the whole deal from them. Super high quality and reasonable prices.
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1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
#9
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Quote:
what rear is the 3R ujoint for? wish they made a solid 1350-1310 conversion U joint but strange said nobody makes a solid one due to whats involved with making a conversion U joint. |
#10
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Quote:
I was always worried about joints but the driveline shop has always told me it's almost always the little stock cast yoke that will fail before the joint will. Oddly I've been racing the car for 35 years with the stock driveshaft and stock yokes till now, and it goes 11.40's and weighs 4100 lbs. So that stock cast yoke on the rear has been through a lot. I'm probably just a little lucky I now have a billet front yoke with 1350's, and the shaft is made for 1350 out back. I'll put a good 1350 rear yoke in the car at some point later but for now the adapter joint got it off the lift and moving so I can finish other projects. Dad has also been racing his car for decades with stock shaft and yokes. Never broke and also ran low 11's with various 455's. Now with a bigger engine right away I swapped in a larger shaft with 1350's and billet yokes, since I was doing a gear swap anyway it was a good time to do that. I really did not trust the stock stuff to last at his power level now. If you take a close look at those stock cast rear yokes, especially for a 1310, they are pretty puny. |
#11
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Quote:
also something strange told me when i said i might change to a forged pinion down the road, is that the length of the D/S will change when going to a 1350 pinion yoke, so they suggest doing it now to avoid shortening the shaft or just stick with the conversion U joint. at my power level or even going into upper 10's they said the conversion should be fine & being its at the rear its not as important as the front for safety issues. |
#12
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Quote:
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The Following User Says Thank You to Formulajones For This Useful Post: | ||
#13
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I think the yokes are very close on the measurements..I could measure the difference if interested?
__________________
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 |
#14
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I had read somewhere that solid u-joints are a tech requirement for drag racing. I'm not sure if that requirement applies only if slicks are being used.
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Frank M. 75 Firebird 68 Firebird 400 RAIII 66 Chevy II 461 Pontiac in AZ |
#15
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Quote:
so like FJ said, its probably not that much different between the 2 & the allowed slack for the yoke in the trans would allow for a slight difference. funny though when i asked what the acceptable in & out play is for the trans yoke, he said they dont go by that & use the dimensions they ask for when ordering a driveshaft, yet my local driveline shop & other driveline companies mention it as a way to verify the drive shaft length, think it was like .75-1" or something close to that. |
#16
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3R: width 3.625", cap diameter 1.125
1350 width 3.622, cap diameter 1.188
__________________
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. |
#17
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is that the Ujoint?
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#18
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Yes, dimensions of the 3R and 1350 U-joints. The 1350 is 0.063" larger in diameter than the 3R, or a 1/16".
__________________
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. |
#19
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ok thanks. i think the pinion yoke dimensions is what strange was saying was different but im sure both items need to be factored into the length.
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#20
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The cap diameter difference of 1/16 or .062" would be half that affecting the length of the driveshaft. Basically of both yokes were the same, all else being equal, the length the larger 1350 cap would only be affecting the driveshaft length .031" or 1/32"
In other words it won't make enough difference to matter......... which is what I meant earlier. What might be a player since there are several yokes on the market is whether the yoke length itself is drastically different from the original. If TA Man took measurements between is stock and aftermarket yoke as far as length it could shed some light. I have stock yokes here and a 1350 on dad's car but it would take some doing to get measurements, moving his car to the lift and then digging around the mezzanine for the spare stockers I have. |
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