Spicer Driveshaft initial impression and long term review.

[87-Z28]

Might need a different joint for the 2Ds. Seems to be the boot starts to struggle much after 15+ degrees. Especially if you are pushing it hard, lots of articulation and motion near full rebound/extension.

disappointing by ford. Not hard to test and evaluate at expected angle limits. Everything from ford design seems to be right at the bleeding limits. Seems like the 2Ds may have been a bit of an afterthought. Wondering if spicer boots have been tested any better. Especially for lifted 2Ds.

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[Valhalla]

I still have my bad one my dealer refused to warranty. The second dealer offered to sell me a new one at cost, so I bought it and have it sitting in the box atm. I could send ya the old one after I change it? If your guys come up w/something tell them I want one too, and have them ship it to me? Was waiting till spring to change it, or till it started making noise

That would be awesome! PM me.

 

[BigMeatsBronco]

Some updated shaft angles. For near SAS geometry. 2 door in yellow and 4 door in red. Assumes 2 door shaft is 35” long (don’t have one to measure just scaled wheelbase). Dashed lines for increased angles from a 2” spacer lift or effective shock length increase. Redrilling lower mount up 2” does same lift. Springs and preload will just move equilibrium ride height angle. 0 point for pinion motion.

the 4 door caps out at full droop from 12-14 degrees. 2 door at 17-20 degrees. Plus or minus 1 degree or so. 17 degrees on unmodified SAS 2 door doesn’t seem that high. It’s hard to get the 4 door angles excessive.

This is very accurate.

 

[BigMeatsBronco]

Might need a different joint for the 2Ds. Seems to be the boot starts to struggle much after 15+ degrees. Especially if you are pushing it hard, lots of articulation and motion near full rebound/extension.

disappointing by ford. Not hard to test and evaluate at expected angle limits. Everything from ford design seems to be right at the bleeding limits. Seems like the 2Ds may have been a bit of an afterthought. Wondering if spicer boots have been tested any better. Especially for lifted 2Ds.

The spicer CV boot is the EXCACT same as OEM.

I recently "rebuilt" my spicer one by using the lower Axle side OEM CV and placed it on the upper transfer case side of the Spicer shaft. I left the boot loose on the shaft w/o a clamp, to allow more rubber deflection at max angle ( the rubber slips on the shaft at max angle hopefully preventing the tearing we've seen occurring)

so the spicer CV is identical to OEM.

 

[BigMeatsBronco]

this is the "special" Spicer yoke-flange that comes on the HD driveshaft. it bolts right up to the upper "cup" on the transfer case or the M220 side as well.... It could be used on bothe ends of a custom 1350 (2 joint) shaft.
good luck getting one separately.

 

[Valhalla]

That's exactly what I'm thinking.

 

[BigMeatsBronco]

The spicer HD shaft is the "same" for the U60 version....EXCEPT for the "special" flange pictured. is omitted.

So you can buy the HD spicer shaft and still use it if you upgrade later to the U60

 

[@BadBlueBronco]

The spicer HD shaft is the "same" for the U60 version....EXCEPT for the "special" flange pictured. is omitted.

So you can buy the HD spicer shaft and still use it if you upgrade later to the U60

Do you know what the stock 2DR driveshaft is in length flange to flange? I’m ordering one through Adam’s driveshaft but I have it installed currently and can’t get an accurate flange to flange measurement because of the cup it sits in.

 

[Ducati1098]

Do you know what the stock 2DR driveshaft is in length flange to flange? I’m ordering one through Adam’s driveshaft but I have it installed currently and can’t get an accurate flange to flange measurement because of the cup it sits in.

I have one out at work right now. I can get you the measurements in the morning if @BigMeatsBronco doesn’t have it.

 

[BigMeatsBronco]

Do you know what the stock 2DR driveshaft is in length flange to flange? I’m ordering one through Adam’s driveshaft but I have it installed currently and can’t get an accurate flange to flange measurement because of the cup it sits in.

edit...

36" lip to lip


I don't have the flange to flange measurement. Because I took the drive line apart and used the joints. @Bmadda just got one from same place...

here is his list from them

 

[Ducati1098]

I'm not sure where they're measuring it from, but here it is on the one I have out:

 

[@BadBlueBronco]

I'm not sure where they're measuring it from, but here it is on the one I have out:

Hahaha yea I don’t know either, they said they got what they need from the photos I shared with them so I should be ok. Thanks for taking those photos

 

[Bmadda]

I'm not sure where they're measuring it from, but here it is on the one I have out:

He told me to include the cup part that wraps around the base of the joint slightly. At curb height 36"...so that's about right. Dunno why he wants it measured that way, but the shaft he sent me fits perfect

 

[JT58Bronc]

I like the standard U joint at one end. Standard U joints can be replaced as opposed to the entire drive shaft. Why not at the other end- it still must be a CV joint? Why didn't' the Bronco come with standard replaceable U joints to begin with?

 

[BigMeatsBronco]

I like the standard U joint at one end. Standard U joints can be replaced as opposed to the entire drive shaft. Why not at the other end- it still must be a CV joint? Why didn't' the Bronco come with standard replaceable U joints to begin with?

Because the CV joints
Offer a true constant velocity. This means less vibration than u joints. They are superior for a drive line that is spinning at high speed with low gearing

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