
While high-powered engines and flashy modifications grab people’s attention, it’s the less glamorous, essential components that really make the difference. Even the most powerful car can fail if its core parts aren’t in peak condition.
There are two components that play a crucial role in keeping your vehicle running smoothly: the tail shaft and the centre bearing.
Understanding how these parts work together can make all the difference in maintaining performance and ensuring a comfortable drive.
The tail shaft is essential for transmitting power from the engine to the wheels. Without it, your car wouldn’t move.
Its main job is to convert the energy produced by the engine into the torque needed to rotate the wheels, enabling forward or backward movement. The tail shaft must operate efficiently to ensure a seamless transfer of power, which is why maintaining it is so important.
Any issues with the tail shaft, such as damage or imbalance, can result in a bumpy and noisy drive.
While the tail shaft handles power transmission, the centre bearing provides stability and support.
Most vehicles with a two-piece tail shaft rely on a centre bearing to keep the shaft aligned and supported as it spins at high speeds. This bearing is mounted to the chassis and allows the tail shaft to rotate freely while absorbing the vibrations that would otherwise pass through the vehicle.
Without a functioning centre bearing, vibrations can become too intense, leading to an uncomfortable drive and potential damage to other parts of the drivetrain.
The tail shaft and centre bearing must work together to deliver a smooth driving experience.
The centre bearing acts as a stabilising force, ensuring that the tail shaft rotates correctly without shifting out of place. When the centre bearing is worn or damaged, it can no longer support the tail shaft properly, resulting in vibrations and alignment issues. These problems can put stress on the entire drivetrain, which may affect the overall performance of the vehicle.
Regular inspections and maintenance of both the tail shaft and the centre bearing are crucial. Addressing any signs of wear early can prevent more significant issues from developing.
For instance, if you notice vibrations, clunking noises, or a general decrease in driving smoothness, it’s essential to have these components checked. Keeping the tail shaft properly balanced and ensuring the centre bearing is in good condition means your car can perform as it should, whether you’re on a weekend cruise or pushing your vehicle to its limits.
Caring for your tail shaft and centre bearing isn’t just about fixing issues when they arise. It’s also about preventive maintenance. Prioritising the condition of your tail shaft and centre bearing can make your driving experience safer and more enjoyable, all while protecting your car from costly future repairs.
If you suspect that your centre bearing or tail shaft may need attention, or you’re experiencing vibrations and strange noises, it’s time to seek professional help.
At GJ Drivelines, we have the expertise to keep your vehicle performing at its peak.
Contact us today and let us help you with your tail shaft and centre bearing needs.
Chrysler – Dodge
727 – 30 Spline 1 11/16″ Seal Diameter
904 – 26 Spline 1 9/16″ Seal Diameter
Ford
C6-T56 – 31 Spline 1 11/16″ Seal Diameter
AOD & C4 & T5 – 28 Spline 1 1/2″ Seal Diameter
4 R 7OW – 28 Spline 1.598″ Seal Diameter
General Motors
T-350 700R4-4LLOE – 27 Spline 1 1/2″ Seal Diameter
T-400-4L80E – 32 Spline 1 7/8″ Seal Diameter
Note: Transmission slip yokes are manufactured with various U-Joint Series. It is important to match Horsepower and Torque requirements to U-Joint Series. For aftermarket transmission applications usually a spline count and seal diameter will identify slip yoke required.
If Pinion Yoke has Placement tabs that retain the U-Joint, measure inside tabs. See Diagram D.
If Pinion Yoke does not have Placement Tabs that retain U-Joint, measure from flat of yoke inside to inside. See Diagram E.
If 4 bolt Flange is used on pinion, measure Pilot Diameter and center to center diagonally bolt hole to bolt hole. See Diagram L.
Universal Joint Size. There are hundreds of U-Joint sizes or “Series” to accomodate many different applications of power and desired longevity for your automotive, 4×4 truck or auto racing requirements, these 4 series of joints cover most needs.
1310 Spicer Series: 1 1/16″ Cup Diameter (Dim C – Diagram A) 3 7/32″ length (Dim B – Diagram A) Certain Ford applications have 2 cups 1 1/8 Diameter. Appropriate horse power range is up to 500 in circle track or road racing, small tire drag racing and 4×4. Also available: Performance Dynamic Cryo Joint.
1330 Spicer Series: 1 1/16″ Cup Diameter (Dim C – Diagram A) 3 5/8″ length (Dim B – Diagram A) Certain Ford applications have 2 cups 1 1/8 Diameter. Slightly stronger than 1310, Used in 5.0 Mustangs. Also available: Performance Dynamic Cryo Joint.
3R Saginaw Series: 1 1/8″ Cup Diameter (Dim C – Diagram A) Retained with internal clip 2 5/8″ (Dim B – Diagram A). Most common GM joint. Horse power range up to 700 in road racing and circle track. Solid drag racing U-Joint can accomodate most sportsman classes. Also available: Performance Dynamic Cryo Joint.
1350 Spicer Series: Manufactured with OEM tolerances and treated with our Cryogenic Process to yeild the strongest U-Joint available. For drag racing applications a solid non-lube design U-Joint is recommended because of the tremendous initial shock load, or short duration of high torque the joint must be able to withstand.
If PST is supplying you with transmission slip yoke, Pinion yoke and driveshaft yoke measure Dim W. See Diagram N.
If PST is supplying you with transmission slip yoke and driveshaft measure Dim X. See Diagram N.
2 Piece driveshafts use Dim Y + Z. See Diagram N.