Measuring Your Jeep CJ Driveshafts
For all CJ drive shafts, measure as shown below.
CJ Front Drive Shaft, Conventional Two Joint
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 $279.00. Our top of the line shaft with the longer travel X spline with XC or XB slip yoke is $299.00.
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. Example, after market transfer case or axle.
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 effectiveness.
Jeep CJ with Automatic Transmission
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 $309.00.
CJ Front Shafts For a Shackle Reversal
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.
With any shackle reversal setup, to ensure that we build a shaft that will do what is needed, we will require additional measurements. You will need to measure from yoke to yoke at normal ride height and measure from yoke to yoke under full suspension droop. To order this type of shaft you will need to call us.
Above is an example of the Ultimate Travel drive shaft with either our U1 or U2 spline.
Above is an example of an Ultimate Travel drive shaft built for an automatic transmission with shackle reversal.
If you have a shackle reversal, call us for more information or to order.
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. Example, after market transfer case or axles.
If you have only a 0" to 2" of 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 $279.00. Our top of the line shaft with the longer travel X spline with XC or XB slip yoke is $299.00.
CJ Double Cardan Rear Drive Shaft
If you do have a substantial lift on the vehicle, you may want to consider a double cardan (CV) drive shaft. This is because with a conventional two joint drive shaft you need to maintain a certain drive shaft geometry. The transfer case and the pinion parallel within 1 degree, and the net joint angle at each end of the drive shaft should be no greater than 10 degrees. Information about measuring these angles can be found here.
If you cannot fall within these parameters and if you want your rear shaft to operate smoothly, you should use a double cardan (CV) style rear drive shaft.
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 the splines. 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.
It will also require that you rotate your rear pinion so that it points almost directly at the rear output yoke of the transfer case. This is usually accomplished by installing angled shims between the springs and spring perch.
For the Double cardan (CV) 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.
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 $50.00 to $100.00 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 components.
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. The XB is best for wet and dirty conditions. The XC is best for rocks and extreme wheeling.