Camaro/G8 and CTS-V and or bad angle trans yoke options for swaps
11-18-2011, 04:04 PM
#1
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Camaro/G8 and CTS-V and or bad angle trans yoke options for swaps We have been making quite a few shafts lately here at Driveshaft Shop for Ls based swaps and realized allot of people may not be aware of what we have to offer for the ones using transmissions with the 3 finger out puts.
like this Camaro mount
we have a few different options
1. this is a billet aluminum flange that will fit most of them, this will convert the end over to 1350.
2. if you have a different joint size and would prefer to just use a standard Spicer flange we have this.
3. Now using both of the above style ends will allow you to make a shaft with a male and female slider on the end like a pick up or a van would have. we have a new type balancing machine and have found using the slider on some cars may make the shaft become unstable and cause a vibration (not all but some). The reason is the male and female sliders have to have a little play or the spline will not slide, some vehicles find this play thru harmonics and will cause a vibration but its not due to the shaft being out of balance. its the harmonic finding the play. we have been using a CV on the newer muscle cars with great success and the reason is the CV can be used as the joint and the slider all in one. We are a little different than most Driveshaft places in that fact that were a 22,000sq ft machine shop and make allot of the parts we use.
we have made quite a few CV based shafts for Camaros,chevelle's and many others that have absolutely no vibrations.
The shafts are like this, there is a billet aluminum plate that bolts to the trans and converts it to the 108mm CV. we also use a 300m spline to ensure the shaft will handle over 1000Hp (can be made in carbon fiber also)
if you have a LS based car with a negative angle at the trans we have made quite a few of this style shaft, it allows the front angle to be what ever you need it to be and all you have to do is set the pinion angle to 1-2 degrees, problem solved. can be made in Carbon or Aluminum
like this Camaro mount
we have a few different options
1. this is a billet aluminum flange that will fit most of them, this will convert the end over to 1350.
2. if you have a different joint size and would prefer to just use a standard Spicer flange we have this.
3. Now using both of the above style ends will allow you to make a shaft with a male and female slider on the end like a pick up or a van would have. we have a new type balancing machine and have found using the slider on some cars may make the shaft become unstable and cause a vibration (not all but some). The reason is the male and female sliders have to have a little play or the spline will not slide, some vehicles find this play thru harmonics and will cause a vibration but its not due to the shaft being out of balance. its the harmonic finding the play. we have been using a CV on the newer muscle cars with great success and the reason is the CV can be used as the joint and the slider all in one. We are a little different than most Driveshaft places in that fact that were a 22,000sq ft machine shop and make allot of the parts we use.
we have made quite a few CV based shafts for Camaros,chevelle's and many others that have absolutely no vibrations.
The shafts are like this, there is a billet aluminum plate that bolts to the trans and converts it to the 108mm CV. we also use a 300m spline to ensure the shaft will handle over 1000Hp (can be made in carbon fiber also)
if you have a LS based car with a negative angle at the trans we have made quite a few of this style shaft, it allows the front angle to be what ever you need it to be and all you have to do is set the pinion angle to 1-2 degrees, problem solved. can be made in Carbon or Aluminum
11-20-2011, 02:01 PM
#4
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Hey Frank,
Glad you made it in here.
I am using the DSS driveshaft with the CV in front in my 1970 GTO. The write up can be found here:
https://ls1tech.com/forums/conversio...-2-0-a-39.html
The CV driveshaft is the best solution for fixing the driveline angles. Obviously not all chassis will have an issue, but the A-bodies definitely do, especially when they are lowered.
Frank,
Does the TR6060 from the new CTSV Cadillac use the same style output?
Andrew
Glad you made it in here.
I am using the DSS driveshaft with the CV in front in my 1970 GTO. The write up can be found here:
https://ls1tech.com/forums/conversio...-2-0-a-39.html
The CV driveshaft is the best solution for fixing the driveline angles. Obviously not all chassis will have an issue, but the A-bodies definitely do, especially when they are lowered.
Frank,
Does the TR6060 from the new CTSV Cadillac use the same style output?
Andrew
12-01-2011, 02:53 PM
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Had a question on this shaft- I am putting a 2010 Camaro TR6060 in a Nova with a 9" rear(1350 yoke). This car would be limited to 600hp max and 150mph which would put the shaft around 6500rpm.
I was planning on using your GTOPL-2 conversion plate with a flange on the tranny side and some standard off the shelf slip. Dont get me wrong, the CV driveshafts look like an oustanding quality piece, and I want to buy the right shaft the first time. But if I dont have an angle problem, could I get away with one of your steel shafts and a high speed balance?
Sorry for long winded question. Thanks for sharing the info though.
I was planning on using your GTOPL-2 conversion plate with a flange on the tranny side and some standard off the shelf slip. Dont get me wrong, the CV driveshafts look like an oustanding quality piece, and I want to buy the right shaft the first time. But if I dont have an angle problem, could I get away with one of your steel shafts and a high speed balance?
Sorry for long winded question. Thanks for sharing the info though.
12-01-2011, 04:47 PM
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Had a question on this shaft- I am putting a 2010 Camaro TR6060 in a Nova with a 9" rear(1350 yoke). This car would be limited to 600hp max and 150mph which would put the shaft around 6500rpm.
I was planning on using your GTOPL-2 conversion plate with a flange on the tranny side and some standard off the shelf slip. Don't get me wrong, the CV driveshafts look like an oust anding quality piece, and I want to buy the right shaft the first time. But if I don't have an angle problem, could I get away with one of your steel shafts and a high speed balance?
Sorry for long winded question. Thanks for sharing the info though.
I was planning on using your GTOPL-2 conversion plate with a flange on the tranny side and some standard off the shelf slip. Don't get me wrong, the CV driveshafts look like an oust anding quality piece, and I want to buy the right shaft the first time. But if I don't have an angle problem, could I get away with one of your steel shafts and a high speed balance?
Sorry for long winded question. Thanks for sharing the info though.
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12-03-2011, 09:36 PM
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One of these guys:
Came on drivelines in alot of trucks back when fixed yokes and flanges were standard. Most trucks now use a slip yoke in the rear, but alot of new trucks still come with that style of slip and stub in the front. I dont think strength is a real concern, but the balance at high speed.
Came on drivelines in alot of trucks back when fixed yokes and flanges were standard. Most trucks now use a slip yoke in the rear, but alot of new trucks still come with that style of slip and stub in the front. I dont think strength is a real concern, but the balance at high speed.
12-04-2011, 12:33 PM
#10
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One of these guys:
Came on drivelines in alot of trucks back when fixed yokes and flanges were standard. Most trucks now use a slip yoke in the rear, but alot of new trucks still come with that style of slip and stub in the front. I dont think strength is a real concern, but the balance at high speed.
Came on drivelines in alot of trucks back when fixed yokes and flanges were standard. Most trucks now use a slip yoke in the rear, but alot of new trucks still come with that style of slip and stub in the front. I dont think strength is a real concern, but the balance at high speed.
A while back I saw a video that highlighted some of the driveline items that was being used on Australian V8 Supercars. These are basically 4 doors sedans with multipoint cages, V8s and solid axle Ford 9" rear ends. They have a relatively long wheelbase and they were using two piece driveshafts with just the kind of slip joint that you show above. It was in the rear portion of the shaft, but that section looked to be no longer than 2 feet long.
For the sake of simplicity, you may want to consider doing the following with your Camaro Tr6060:
https://ls1tech.com/forums/manual-tr...body-pics.html
Another option is to use the CV in the front with a fixed transmission yoke. The CV that Frank sells does have quite a bit of travel. I am sure Frank can clarify. It would be easy to mock everything up and move the rear end through its range of motion to see how much "slip" is required in the driveshaft. I bet you will find that you need less than 1", which the CV joint can easily accommodate.
Andrew
Last edited by Project GatTagO; 12-04-2011 at 12:38 PM.
12-31-2011, 05:46 PM
#16
DRIVESHAFTSHOP,
Why don't you have the CV driveshaft on your website? I couldn't find it.
Why don't you have the CV driveshaft on your website? I couldn't find it.
01-01-2012, 12:35 AM
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01-02-2012, 09:48 AM
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i dont believe we will as the aluminum flange is stronger than the factory output shaft, we will be making a billet Chromoly CV mount one for the Camaro that can be used (CV might be a better way to go)
07-18-2012, 08:28 AM
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