Universal Joints on Driveshaft
Thread Starter
Race Director
Joined: Mar 2016
Posts: 14,406
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From: Napa Valley California
Universal Joints on Driveshaft
I'm getting close to ordering my automatic to manual kit through SST for my 496 BB and TKO-600 trans.
The SST kit shows it includes Spicer 1310 u-joints for the front and 1350 Spicer u-joints for the rear of the driveshaft.
Will these be sufficient or should I ask them to upgrade to 1350 front and rear, or to something better?
Should they be grease-able on not?
I read on a prior thread that the grease-able type are weaker???
The SST kit shows it includes Spicer 1310 u-joints for the front and 1350 Spicer u-joints for the rear of the driveshaft.
Will these be sufficient or should I ask them to upgrade to 1350 front and rear, or to something better?
Should they be grease-able on not?
I read on a prior thread that the grease-able type are weaker???
Race Director
Joined: Apr 2009
Posts: 19,294
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From: Charlotte NC
As I have written in countless threads that deal with universal joints....I know I do not install a u-joint that has a grease fitting in them. And I am a big fan of using nothing but Spicer u-joints...unless the car is a seriously high HP and torque car and is going on the drag strip and doing wheel stands where another name brand is left up to the owner to make sure they keep inspecting them due to the pounding they are getting at each launch off the line.
DUB.
DUB.
Tech Contributor
Joined: Aug 1999
Posts: 15,176
Likes: 3,994
From: Connecticut, USA
1350 u-joints were never part of a vette driveshaft. They were either 1310 or 1330. You need to know what the trans yoke is and the diff pinion is.
1310 came with the Keisler setup years ago, we ran one and it was junk. It twisted in 2 passes. We stepped up with a custom driveshaft, 1350 at both ends.
Running a 1350 in a C3 will require tunnel glass work as it will hit. If you need to do that get a billet 1350 pinion yoke.
You can quickly ID the stock pinion yoke size by eye- if there are u-bolts holding the driveshaft joint it is a 1310, if there are straps it is a 1330. Billet come either way.
1310 came with the Keisler setup years ago, we ran one and it was junk. It twisted in 2 passes. We stepped up with a custom driveshaft, 1350 at both ends.
Running a 1350 in a C3 will require tunnel glass work as it will hit. If you need to do that get a billet 1350 pinion yoke.
You can quickly ID the stock pinion yoke size by eye- if there are u-bolts holding the driveshaft joint it is a 1310, if there are straps it is a 1330. Billet come either way.
Last edited by GTR1999; Aug 17, 2018 at 08:06 PM.
Tech Contributor
Joined: Aug 1999
Posts: 15,176
Likes: 3,994
From: Connecticut, USA
If you decide to go with a 1350 yoke you can contact Tom's or Mark Williams. The 1330 billet yoke Tom was out of the past year, prior to his passing he sent me a new 1330 billet yoke to check but I don't know if he got them in.
Team Owner
Joined: Apr 1999
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From: Reno Nevada
2024 C3 of the Year Finalist- Modified
My TKO kit came with 1330 billet cap tranny yoke, chromemoly drive shaft setup. I've never had a problem even with big slicks. I ask many years ago: " How can a drive shaft u-joint not break when even bigger half shafts U-joints do ware out and fail?" The answer is simple...……… The TQ multiplication of the rear diff gear ratio. The half shafts are really getting beat up when you install a 4.11 rear end.
