This page is to help you determine the information needed to order driveshafts. You will need your transmission type, rear U-joint series and shaft measurements.
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 and C4 and 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 identify slip yoke required.
There are hundreds of U-joint sizes or “series” to accommodate 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 with 1-1/8" diameter. The appropriate horsepower range is up to 500 in circle track or road racing, small tire drag racing and 4×4. Also available: performance dynamic cryo joints.
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 with 1-1/8" diameter. They are slightly stronger than the 1310 ones used in 5.0 Mustangs. Also available: performance dynamic cryo joints.
3R Saginaw Series: 1-1/8" cup diameter (dim C – diagram A) retained with internal clip 2-5/8" (dim B – diagram A) It is the most common GM joint. The horsepower range is up to 700 in road racing and circle track. Solid drag racing U-joints can accommodate most sportsman classes. Also available: performance dynamic cryo joints.
1350 Spicer Series: manufactured with OEM tolerances and treated with a cryogenic process to yield 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 that the joint must be able to withstand.
Critical speed is the RPM at which the driveshaft is computer projected to bend or whip. Exceeding critical speed can produce vibrations that can result in driveshaft failure.
The vibrations can also cause damage to the differential gears and bearings. The transmission extension housing, along with the torque converter and planetary gears can also be destroyed.
When you take a small piece of steel and bend it repeatedly, the stress will eventually break the steel. The same effect occurs on your complete driveline when no attention is paid to its critical speed.