World Class Driveshafts

800-845-6326 602-253-8006 

Customer Service for order status and repairs 888-222-8610





2417 WEST Lincoln St Phoenix AZ 85009







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World Class Driveshafts

800-845-6326 602-253-8006 

Customer Service for order status and repairs 888-222-8610





2417 WEST Lincoln St Phoenix AZ 85009


Definitions & How To Navigate


If the best seller shortcuts don't have it ....

1. Click for Products 

2. Select help, custom drive shafts, Stock second Column,  etc... the category you are looking for. The menus will drop as you move you mouse.

3. Custom drive shafts may fit any vehicle and are modification or totally different from the factory. A custom drive shaft may be custom just because it is a different length than the stock driveshaft, or because it has two CV assemblies on it as opposed to none.  

For instance, we can put long splines or high angle CVs on a Camero or a 4x4 that is lifted 30 inches be it a Ford, Chevy Blazer, Super Duty, Dodge, Toyota J40 etc. , and where the factory drive shaft had none of these items. 

A custom drive shaft has that beauty that it solves many problems with vehicles (toys) that we build to play with. Anything goes on a custom drive shaft and we are good at it.

4. Sub-assemblies are like complete and assembled CV heads only and not intended to be used by itself.

5. Drive Shaft parts are just that. You can buy individual parts to repair a drive shaft.

6. You can go thru the menu totally with your mouse and browse through all the contents of the website.

7. When you find the product you want, click Add To Cart. You then automatically see what was put into the cart and how much it costs to confirm what you clicked on. At that point you can delete the product or leave it and go back shopping or checkout. Remember if we see something wrong or you need another item to go with what you are buying, the Drive Shaft Super Store will call and point that out. We guarantee that the product you get is what you want.     

8. Fill all the information about you and all you can on the vehicle. We will call you if something is left out that is critical to the building of the product.



Click on heading to unfold and to fold the list

  • Axle wrap
    • The rotation of an axle opposite the circular torque created by acceleration. Axle wrap is normally a vehicles problem caused by soft or worn out springs. Axle wrap is one of the major drive shaft breakage problems in lifted vehicles and can be cured usually by ladder bars or traction bars that prevent the axle from rotating. If the axle rotates too much, the pinion yoke and the drive shaft yoke will hit and pry themselves out of position. That is when people say, "I keep throwing u-joints." People say the same thing when the U-bolts are over-torqued. See U-bolt torque.

  • Axle wrap (front differential)
    • Axles wrap in the front is down. The pinion will twist downward, making the angle at the top more severe. Very easily you could destroy your CV at the top if you have one, or make the yokes hit each other if you don't have one.
  • Axle wrap (rear differential)
    • Axle wrap in the rear is up. This means that when you accelerate the differential tends to twist upward. Most lifts come with shim blocks that twist the pinion up in order to reduce angles. However, the provided shim block does not solve all angle problems. You must know and adhere to the rules for using two u-joints drive shafts or three u-joint drive shafts.

    • A two u-joint drive shaft: the angle at the top is equal to the bottom within 1-2 degrees.
    • Three u-joint drive shaft: (One with a CV) All the angle at the top, and the angle at the rear u-joint is within 3 degrees of zero. In other words, the drive shaft is a straight line with the pinion within 3 degrees.

  • Bad Boy CV
    • An agricultural CV that flexes to 80 degrees and operates at 45 degrees. A competition CV that has both 2-ton strength and high angle. It is 7" diameter in the middle 1.5 inches thick. It is 10 inches from the back of the flange to the first weld. It is 5" from the back of the flange to the center of the 7" ring. Used in heavy duty Fords, Jeeps, Blazers, Toyotas, etc.

  • Ball stud weld yoke
    • This is the CV part that is welded tot he tube. It has a stud that goes into the centering assembly center bearing.

  • Bottoming out
    • Your drive shaft bottoms out when the shaft is too long. That is, the slip compression is not enough for inward flexing of the suspension. This can cause severe damage to the transfer cases, CVs, etc. The responsibility lies with the installer to know what he is looking at and correct it before anything happens.

  • Carrier bearing
    • The mid-ship bearing in a two piece drive shaft that holds the first piece in place.

  • Center u-joint
    • The center of the u-joint is used to measure working lengths. The center of the u-joint is the location at the center of the bearing on the u-joint or the very tip of the end yoke or at the half moon of the end yoke or in front of the strap holes when a drive shaft is not installed.

  • CV centering assembly
    • The CV rear most part that has the round bearing ball that takes the stud from the ball stud yoke. The centering assembly has four threaded holes where the yoke bolts to the CV.

  • CV flange
    • The CV rear most part that acts as the centering assembly but also has a flange type connection with four bolts.

  • CV H yoke
    • Part of the CV that holds the assembly together and connects to the u-joints.

  • Double Cardan CV (purpose and operation)
    • A two u-joint assembly that divides the angle by two, thus each u-joint traverses half the angle where a single u-joint would traverse twice the angle. The CV is a performance unit used to reduce the angles created usually by a lift, hence, reducing or removing vibrations. A CV transfers over an angle a near constant velocity and near one to one power. The Four Point contact CV (four bearings) is not as perfect as a Six  Point Contact CV (six balls, one race, on cage, one housing) of an automobile front drive CV but close enough (like horse shoes).

  • Drive shaft compression
    • How much shorter than ride height a drive shaft will become using the slip yoke and splined stub without bottoming out.

  • Drive shaft extension
    • How much longer than ride height a drive shaft will become using the slip yoke and splined stub without falling out.

  • End yoke
    • As opposed to slip yoke, the end yoke is bolted (fixed) to the end of a shaft.

  • Extendable drive shaft slip yoke
    • A slip yoke is not fixed but slides on a spline. That is the splined stub welded to the tube.

  • Extreme travel drive shaft
    • A drive shaft that has been modified and extended up to 24 inches without falling out. Usually made with long raw shafting.

  • Non-greasable u-joint
    • A solid u-joint that accepts grease only when taken apart. Grease is contained inside the bearing only. These u-joints are normally stronger since they don't have a hollow channel inside where grease would flow.

  • How do we know we need long splines?
    • Measure the working length at ride height and then measure with the wheels fully dropped. The longest stock working travel in the industry is about 4 inches total. If you compress or extend more than 2" you should consider long splines or a long yoke Y2k100.

  • How do we know when we need a high angle CV?
    • Same as in finding out if you need long splines except measure the angles at the transfer case. A mechanical angle finder can be purchased in the tool section of this web site. Don't use a gravity type as their readings are inaccurate if all thing aren't horizontal with respect to each other. If the angles exceed 5 degrees per u-joint you should consider a CV. A standard spicer CV binds from 26-30 and our high angle CV flexes at 40-degrees maximum before it binds.

  • How do we trouble shoot a drive shaft?
    • See trouble shooting section of this web side.
  • Long splines
    • Usually refers to the amount that a drive shaft can extend and contracts beyond the OEM capabilities. One quest we ask, "Do you need longer splines than the factory?"

  • Long travel yoke Y2K100
    • There are conventional yokes and then there is the long yoke from Drive Shaft Superstore. Standard in the industry is 4" of total travel, But we can make drive shafts that have up to 24 inches.

  • Midship spline
    • In a two piece drive shaft, there usually is a spline stub after the carrier bearing.
  • Midship yoke
    • In a two piece drive shaft there is usually a yoke that slides onto the mid-ship spline.

  • One-piece drive shaft
    • A drive shaft that does not have a mid-ship carrier bearing.
  • Two-piece drive shaft
    • A drive shaft that has a mid-ship carrier bearing.
  • Pinion yoke
    • The yoke bolted to the differential pinion. Also, the input yoke to the differential and is also an end yoke.

  • Raw spline shafting Y2k300/400
    • Raw stock spline that is used to make extreme travel drive shafts 16 splines or 10 splines.

  • Saginaw CV
    • A GM CV used in Chevys 1977 and up. This is an inside clip CV and is 5 inches center to center of u-joint. The Saginaw is a very limited angle CV approximately 22 degrees.

  • Spicer type CV
    • This is an inside clip CV that allows 26-30 degrees maximum and is 2-3/4 inches center to center of u-joint.

  • Short shaft kit versus slip yoke eliminator
    • A short shaft kit does two things: it shortens the transfer case and lengthens the drive shaft, plus it eliminates the slip yoke, where a Slip Yoke Eliminator kit simply eliminates the slip yoke.

  • Spline stub
    • The spline stub that is welded to the drive shaft to allow the drive shaft to extend and contract.
  • Spicer high angle CV
    • This is an innovative way to make a CV operate at higher angles allowing higher lifts and more fun. A high angle CV hybrid flexes to a maximum of 40 degrees and we support it at 20 degrees continuous operation.

  • Spicer 1350 CV
    • A one ton spicer type high angle CV available for heavy duty operations. It flexes to 35 degrees maximum and operates at 25 degrees continuous.

  • Total working travel
    • From completely compressed to fully extended (but still operational) slip yoke.

  • Transfer case
    • The mechanism that converts energy input from the transmission and transfers it to the front and rear axle via the drive shafts.

  • Transfer case seal
    • These are located at the front and rear of the transfer case. They keep fluid from running out through the sides of the output yokes and returns fluid back to the oil pan.

  • Transmission slip yoke
    • A yoke that slips through the seal of the transmission or transfer case and is not bolted to the output shaft. It slips in and out as the vehicle travels.

  • U-bolt torques
    • The torque for half ton 1310 u-joint is 15 ft-lbs and for one tone 1350 u-joint is 25 ft-lbs. Over tightening a u-bolt causes early failure of the u-joint. The pin needles are crushed against the surface. Some u-joints literally melt. This another common deed by many installers who then blame the manufacturer of drive shaft. We try to prevent these things from happening through this definition page.

  • U-joint synchronization
    • Another occurrence is that some customers remove the slip off an extendable drive shaft and don't put it back in the same position. The fact of the matter is that the slip has been balanced and synchronized with the u-joint in the other end. Both synchronization and balance are lost when this happens.

  • What are the rules for the angles on a two u-joint set up?
    • The angle at the top is equal to the angle at the bottom within 2 degrees.
  • Why do vibrations go away when using a CV? (High angles)
    • The angles are reduced. The CV divides the angle at the top by 2 inches and the pinion at the rear is shimmed so that the angle is 0 plus or minus 3 degrees.

  • Why do we get vibrations when a vehicle is lifted?
    • The angles are increased exceeding the 5 degree maximum per u-joint and you get vibrations. The amplitude of the vibration is dependent on how high the angles are. The higher the angle, the vibrations become more noticeable.

  • Why is the angle of the rear u-joint have to be within 3 degrees?
    • When a u-joint traverses a big angle, the circumference changes as it moves through the angle. A varying circumference equates to a varying speed of the u-joint. This causes tortional vibrations as the rear u-joint messes up the CV function above the transferring 1-1 power and speed.

  • Working lengths
    • The length that the drive shaft measures at ride height. This is the length that the drive shaft will operate when the vehicle is in operation.

  • 1310
    • 1310=half ton=153 u-joint=3-3/16" end cap to end cap, 1-1/16" diameter cap.
  • 1330
    • 1330=three quarter ton=3-5/8" end cap to end cap, 1-1/16" diameter cap.
  • 1350
    • 1350=one ton=3-5/8" end cap to end cap, 1-3/16" diameter cap.
  • 1410
    • 1410=one and a half ton=4-1/8" end cap to end cap, 1-3/16" diameter cap.