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01-26-2014, 01:14 AM | #1 |
Registered User
Join Date: Sep 2002
Location: Austin, Texas
Posts: 1,048
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Re: What did you do to your truck today? Chapter II
Pulled the driveshafts to replace u-joints and carrier bearing...pretty rough. Haven't found a carrier bearing local, guess I'll order that.
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72 Cheyenne SWB C10 (daily driver) (Super fake cause I just love the glovebox emblem) 70 Camaro RS (frame-off in pieces) 70 Camaro RS (daily driver backup) 69 Custom LWB C10 (son now drives) |
01-26-2014, 01:23 AM | #2 | |
RAT1968 '68 Cab/'71 Parts
Join Date: Feb 2002
Location: Coarsegold, CA
Posts: 2,375
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Re: What did you do to your truck today? Chapter II
Quote:
So, I settled for taking RAT to the barber that's been asking me for five years if I really had a truck. for me to finally stop by. He liked RAT. Hey! On another subject. And, although mine's already done and spinning nicely (for $165), I have a question about carrier bearings and driveshafts. With the fail rate that I read about in these carrier bearings, how come everyone doesn't just junk the bearing and have a one-piece driveshaft made up? Why did The General do it with a two-piece? I'm six inches lower in the back...So, when I had mine done, I measured with that consideration, if that's an issue.
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M17 Coarsegold, CA RAT's shiny now. But always a rat. |
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01-26-2014, 02:39 AM | #3 | |
Registered User
Join Date: Nov 2013
Location: Lubbock, TX
Posts: 283
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Re: What did you do to your truck today? Chapter II
Quote:
Originally Posted by Keith Seymore View Post It has to do with propshaft (aka "driveshaft") critical speed. What you guys might be missing is that propshaft critical speed not just based on wheelbase but is also based on trans type (length), rear axle ratio, tire size, and engine type (larger engines allowing a higher top speed) AND/OR any strange resonances in that particular combination (camping out on that resonance will break the trans/transfer case tailshaft housing). So - a long wheelbase truck with a low (numerical) rear axle ratio spins the shaft slower and might get a one piece, but an otherwise comparable truck with a high rear axle ratio might get a two piece. One other comment - critical speed is not directly related to balance, but rigidity. When the shaft exceeds it's critical speed it begins to bow in the middle and swing like a jump rope. Hence the disturbance and durability concerns. You can get around it by going to a larger diameter steel tube - or more expensive alternative materials like aluminum, carbon fiber or "metal matrix" (an aluminum/carbon wrap). So - on the two 350 trucks - there could have been a tire difference that put it over the edge, or perhaps a different horsepower rating which would allow for a higher top speed. I can assure you there was something different there that is not obvious to us after the fact.
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"Now all I need is a shop to go with my shop vac!" |
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