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We get it. The temptation to DIY is strong, especially for us car enthusiasts. But when it comes to tail shaft repairs, it’s a decision that needs a bit more thought. Let’s take a look into why.
Before we get into the nuts and bolts of DIY vs. pro, let’s make sure we’re all on the same page.
Your tail shaft is a crucial part of your car’s drivetrain. It’s the spinning rod that transmits power from the gearbox to the differential, ultimately getting those wheels turning.
Although this might sound fairly simple, here’s the thing: tail shafts need to be perfectly balanced and aligned to avoid vibrations, noise, and even damage to other parts of your car.
Now, back to that DIY itch. While there are some basic car maintenance tasks you can handle in your shed, tail shaft repairs often aren’t one of them.
First off, you need specialised tools. We’re not just talking about your average spanner set here. Think balancing equipment, welding gear, and the know-how to use them properly.
Then there’s the issue of precision. Even a tiny misalignment can throw your whole drivetrain out of whack.
This is where the pros come in. Experienced mechanics who specialise in tail shafts have the knowledge, tools, and skills to diagnose and fix any issue. They can spot problems you might miss, ensure perfect balance and alignment, and get your car running smoothly again.
Plus, they often have access to higher-quality parts, which can make a big difference in the long run.
Messing around with your car’s drivetrain can be risky. A poorly repaired tail shaft can lead to vibrations, noise, and even dangerous driving situations. Is it really worth risking your safety and the safety of others to save a few dollars?
So, what’s the verdict?
While the DIY spirit is admirable, tail shaft repairs are often best left to the experts. If you’re experiencing any issues with your tail shaft, don’t hesitate to reach out to our team at GJ Drivelines.
Get in touch today for a free quote and inspection, and let our experienced mechanics take care of the rest.
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.