Re: Driveshaft Source - Conversion from ball and trunion

Agree with what you say, but I think there may be 2 conversations going on here. There is no debate whether or not to convert from a B&T to a slip yoke. The new driveshaft that was made was to eliminate the B&T from the driveshaft, replace it with a Spicer flange/U-joint to fit the original flange output shaft of the pre-65 tranny. The slip yoke added to the rear of the shaft I'm sure is for nothing more that a more universal fit. It is hoped that the new unit will last the life of the car several cruise nights at a time. Okay, maybe an occasional traffic light Christmas Tree.

I also agree that the B&T units worked as designed behind the Max Wedge as they did with my '64 Belvedere with it's stock converter and 7" slicks.

Nick T.

From: "Warren" <vulcan@xxxxxxxxxxxxx>
To: 1962to1965mopars@xxxxxxxxxxxxxxxx
Sent: Tuesday, January 7, 2014 8:24:49 PM
Subject: Re: Driveshaft Source - Conversion from ball and trunion

I rebuilt the B&T in my ‘65 three years ago with a kit from Joe Suchy. I debated whether or not to convert it to a slip yoke and spoke with no less than ‘Akron’ Arlan Vanke, who had a summer home not far from me. When asked about durability,

he told me “The B&T set up worked and held up well with the Max Wedge cars, and it’ll do the job in your street car.” Nothing has happened to prove him wrong. My $.02 worth...............

From: Bill Parker

Sent: Tuesday, January 07, 2014 1:00 PM

To: 1962to1965mopars@xxxxxxxxxxxxxxxx

Subject: Re: Driveshaft Source - Conversion from ball and trunion

I've been wondering about these points myself after reading the reasoning for the rear slip yoke at that link. I don't think I've ever had or seen a torqueflite tailshaft housing crack in all these decades of messing with Mopars so that doesn't ring very credible. I'm sure it isn't impossible, maybe Roland will have some additional insight on this. The possible downside it seems to me of having the slip yoke in the rear, is that it is now way out there at the end of the shaft, so after the wear to the slip yoke and the dings and arrows to the tube of a few years of driving (as in typical 4 wheel drive shafts with a few years of service), would this placement exacerbate any wobble? I do see the attractiveness of using this to make it a bolt in replacement. If a regular slip yoke works on a tail shaft which originally had a B&T setup, one could simply come up with a complete used Mopar shaft of an appropriate length, unbolt the B&T flange, and use the late model shaft, skipping the expensive modified shaft; I don't think this is the case though I haven't ever tried it.

Bill & Kathi Parker, South Central Indiana, harboring of bunch of old and newer Mopars

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