Quote:
Originally Posted by FLYNAVY30
Fair enough...I also suspect it largely depends on how much power you're putting down, and the weight of the vehicle you're moving. All the guys having success with CV joints are running big horse power in highly modified cars (hence the angle issue), but all are well under 4K lbs....so gross weight may play a role in that.
When I eventually convert my truck to 4wd, I may run a divorced NP205 transfer case with a single piece CV driveshaft going both forward and aft....a lot of that plan is TBD however.
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That Dodge was the exact opposite of a pro touring car. With 150 gallon diesel fuel tank, oxy-cetylene torch set, service boxes full of tools and stuff, 4 or 5 chainsaws, and 3 or 4 grumpy loggers on their 30 to 50 mile drive up into the woods. I'm sure we were running at or above the GVW. We also converted from the full time four wheel drive to locking wheel hubs to keep the transfer case the alive.
The frustrating part was the 70 K20 with the 292 the Dodge replaced never gave us any problems.
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Thanks to Bob and Jeanie and everyone else at Superior Performance for all their great help.
RIP Bob Parks.
1967 Burban (the WMB),1988 S10 Blazer (the Stink10 II),1969 GTO (the Goat), 1970 Javelin, 1952 F2 Ford OHC six 4X4, 29 Model A, 72 Firebird (the DBP Bird). 85 Alfa Romeo
If it breaks I didn't want it in the first place
The WMB repair thread
http://67-72chevytrucks.com/vboard/s...d.php?t=698377