ITGMw
SUBSCRIPTIONtext
ProgressArrows
digital issues
ProgressArrows
online store
ProgressArrows
SUBSCRIPTIONtext
ITGMw
ACPnew header logo
CTP LOGOs
all cars

GIVE DRIVELINE WOES THE SLIP …

… By Installing a CPP Slip Shaft Two-Piece Driveline

BY Ryan Manson Photography By Rob Fortier

It’s hard to argue the visual benefits gained by lowering a classic truck. Getting that vintage hauler sitting right is one of the most important aspects of any build and can make or break the way the truck looks. But achieving that killer stance isn’t as simple as cutting the coils or installing lowering blocks, if you want things to still function as originally intended. And for the 1963-1972 Chevy C10 trucks equipped with a two-piece driveshaft, the upgrades shouldn’t end with the suspension components. Thankfully, not only does Classic Performance Products (CPP) have all the suspension components to sort out that lowering job, they also carry a full line of driveshaft-related parts necessary to make everything work together cohesively.

CPP Slip Shaft Driveline-02
Here’s a stock-style carrier bearing. The problem with this design in a lowered truck is the pressures in-troduced from the extreme angles of travel that puts undue stress on the rubber-mounted bearing, caus-ing premature failure. Basically, the rearend is traveling in a manner in which the original suspension was not designed for. This causes the driveshaft to push on the carrier bearing, causing the failure.

Originally, the 1963-1972 C10s equipped with a two-piece driveshaft utilized a carrier bearing encased in rubber to support the driveshaft due to its length and the fact that it had more than two universal joints. When the rear suspension is modified to lower the truck, the resulting change in driveshaft angle puts increased pressure on that rubber carrier bearing, causing premature failure. The solution to this is to upgrade to a carrier bearing encased in polyurethane and set in a billet aluminum housing. This new carrier bearing is much tougher and can better handle the added stress.

CPP Slip Shaft Driveline-03
In a one-piece driveline setup, this can usually be overcome by the transmission yoke’s ability to slip in and out of the transmission housing. Due to the two-piece driveshaft’s design, however, this movement is not possible since the two portions of the driveshaft are fixed due to the carrier bearing.

Another factor to consider when a two-piece driveshaft-equipped truck is lowered is the fact that the overall length of the second portion of the driveshaft needs to be modified due to the change in the range of motion of the rearend. If you consider that the rearend travels in an arc as it goes through its range of motion, you’ll find that the radius changes as the rearend moves up and down. In a lowered truck, the resulting driveline angles can put additional stress on the carrier bearing and driveshaft. To solve this issue, CPP has developed a Slip Shaft Driveline that replaces the original, fixed-length two-piece driveshaft with one that can adjust between 33.75 and 36.50 inches. Once installed, the Slip Shaft Driveline simply adjusts its length in response to the rearend’s travel, preventing the carrier bearing from becoming bound or stressed, increasing the reliability and life span of the entire driveline system.

CPP Slip Shaft Driveline-04
Removing a two-piece driveshaft requires separating the carrier bearing from the crossmember mount and extracting the two U-bolts on the rear universal joint. From there, the assembly drops out as a unit.

Whether your lowered truck project is just getting off the ground or you’ve been fighting driveline issues since slamming that old pickup, chances are CPP carries what you need to get that old hauler sorted out and sitting right.  CTP

SOURCE
Classic Performance Products
(800) 522-5004
www.classicperform.com

Related Articles

Search Our Site

More Classic Truck Performance

Part 6 of The Speedway Motors 1968 C10 Build: The Finale

By Joe McCollough   -   Images by Jason Lubken &...

2024 TMI Products’ TRIM Award Winners Announced

TMI Products, the leader in custom automotive interiors, held...

Brent Mivelaz’s 1963 Ford Unibody F-100

By Fuelish Media From a former emergency response vehicle to...

The Latest and Greatest TIG Welding Torch Cups

By Ron Covell   -   Images by the Author Ron Covell...

Talbert Goldman’s 1990 GMC Sierra OBS Custom

By Rob Fortier   -   Images by NotStock Photography Since he...

THE 41st ANNUAL F-100 WESTERN NATIONALS

By the CTP Staff   -   Images by Fuelish Media Since...
More Classic Truck Performance

Part 8: Custom Grille & Taillights on the Scott’s Hotrods ’N Customs 1951 Chevy

By Kenneth “Stress Ball” DeKissere   -   Images by Camren...

Shane Dutka’s Tire-Searing ’71 Ford F100 Sport Custom

By Chuck Vranas   -   Images by the Author In a...

Matt de los Cobos’ 1972 Chevy Blazer, a Two-Door Family Funster

By Rob Fortier & the Owner   -   Images by...

LMC 1969 Chevy C10 Fleetside to Stepside Conversion

By Rob Fortier   -   Images by the Author I would...

Kerry “Duck” Cunningham’s 1959 Chevy Apache

By Rob Fortier   -   Images by NotStock Photography In my...

Our LS-Powered C10 Goes Into Overdrive With Gearstar’s Bulletproof 4L60E

By Ron Ceridono When overdrive automatics came on the scene...