CJ Front Conventional
Two Joint Drive
OEM Drive Shaft
all applications, we will need a length measurement. Let us know too if you
have something other than the standard universal joint size for your
application. i.e., Ford 9" etc.
Jeeps with a manual transmission will usually allow the front drive shaft be
made with a 2" tube diameter. This is recommended for both strength and cost
Our drive shafts will use an upgraded heavier than stock tube,
larger/stronger slip yoke & spline stub (S spline) and our “Gold
Seal” universal joints is $189. The top of the line shaft with the
longer travel slip & spline (XC OR XB spline, see sidebar at bottom of
page) is $219.
Unless you have cut and turned the front axle tubes to attain proper
geometry for a CV type drive shaft, A CV type drive shaft is not generally
Jeeps with an
automatic transmission will usually require the front drive
shaft be made with a 1.25 " tube diameter. This is for clearance issues
between the drive shaft and the transmission. Where we cannot go with a
larger tube diameter for greater strength, we use a heavier wall tube. The
factory tube is 0.120" thick. The tube we use is 50% thicker or 0.188". This drive shaft is $249.00.
If you have a shackle reversal system, it will almost always require using a
drive shaft with a longer stroke in the slip yoke & spline stub. At a bare
minimum, we would suggest using our XC slip yoke and spine stub. If the
vehicle has a shackle reversal system in conjunction with revolver shackles
or buggy springs, The XC slip yoke & spline stub may not have enough stroke.
shackle reversal system in conjunction with revolver shackles or
buggy springs, it is common to use something along the line of our
travel drive shafts. These can net up to 22" of stroke. In any case, because
of the many variables involved, we believe there are down sides to getting
"too much" drive shaft, beyond unnecessary expense. But certainly we need to
make sure that whatever we send to you, will work. If you have an extremely
flexible suspension, we recommend that you perform measurements at static
ride height, full suspension compression and full droop.
Example of a drive shaft built for an automatic transmission
with shackle reversal and/or buggy springs.
CJ Rear Drive Shaft
OEM Type Drive Shaft
For all applications, We will need a length measurement.
Let us know too if you have something other than the standard universal
joint size for your application (i.e., Ford 9" etc).
If you have only a minimal or no lift in your vehicle, the stock type drive
shaft should work well for you. For this type of drive shaft, we have two
options available. Either drive shaft will be built using upgraded heavy
wall tube larger/stronger slip yoke & spline stub and our “Gold
Seal” universal joints. With our S spline, the drive shaft is $189. Our
top of the line shaft with the longer travel slip & spline (XC or XB Spline)
you do have a substantial lift on the vehicle, you may want to consider a
double cardan (CV) drive shaft since with a conventional two joint drive
shaft you need to keep the output of the transfer case & the pinion parallel
within 1 degree, and in relationship to either the drive shaft should be
running at absolutely no greater than 15 degrees (this is a pushed limit).
If you cannot fall within this parameter,
then you will want to pitch the differential so that the pinion points
directly at the output of the transfer case (maintaining 3 degrees, or less,
a joint angle at the differential end) & use a double cardan (C.V.) drive
This link should help
you determine which type of drive shaft may be best for you.
Installing a CV drive shaft will require
changing the rear output yoke on the transfer case to one that is compatible
with both the t-case & of course the drive shaft. In order to properly
supply the correct yoke you may need to disconnect the drive shaft at the
transfer case end, remove the nut & washer that hold on this yoke to count
You will have either 10 or 26. The model 18 t-case will have 10 splines. The
model 20 will have either 10 or 26. The model 300 will have 26 splines. We
sell this yoke for $60.
For the Double cardan (CV) drive shaft we have two options available.
Upgraded heavy wall tube larger/stronger, S type, slip yoke & spline stub @
$269) or the top of the line shaft with the longer travel slip & spline (XC
or XB Spline) for $299. Of course, these would be built with our “Gold
Seal” universal joints. For long term value, I consider the top of the
line shaft to be the best value.
For the S spline drive shaft, we will need at least 13.375" for the drive
shaft length. With the XC or XB we will need at least 16" to work with. If
you happen to be less than 13.375" we can build a CV drive shaft down to
about 10" but the cost will be $50 to $80 more.
Keep in mind that the double cardan drive
shaft will flex to about 30 degrees prior to binding. If you need to have
more than this, we suggest that some grind work be done to the CV prior to
assembly. This will typically allow for about 35 degrees of flexibility to
the CV prior to binding. This additional grind work does add some cost to
the drive shaft.
Performing this procedure will allow the most flexibility possible. There is
a possibility that you may still experience a binding problem in certain
circumstances. After installation of the drive shaft at the transfer case
end, proceed with the following test: Jack the vehicle up and let the
suspension hang freely. Check to make sure the drive shaft will connect to
the pinion and still rotate by hand with no binding. If this occurs, we
recommend that you place a single limit strap directly over the center of
the differential. This will still allow for a near full wheel articulation
but prevent the entire differential from dropping to the point where you
would experience a binding problem with the drive shaft.
The S spline is a conventional spline stub that
will yield a safe, effective and usable stroke of 3”. The X spline
is longer than the S spline. The X spline is cut for the full length
of the spline stub. This gives a bit more than twice the contact
area between the slip yoke and spline stub and a stroke of 4-1/2".
This in and of itself will net more than twice the life on these two
With the XB configuration, we
will use a heavy rubber boot which is banded down with stainless
steel banding to seal all of the contaminates out and keep the
grease in. The XC configuration uses the same slip yoke & spline
stub but instead of using the rubber boot, we drill and tap the slip
yoke for a grease fitting and use a dust cap which has convolutions
that follow the spline stub for sealing. We consider the XB
configuration to be the longest lasting and best value.