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Old 03-15-2011, 08:23 PM   #21
Supershafts

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Lol, right, ok i said 77" measured on center? and you got the dick comment out about knowing how to measure "a fuggin shaft" ... that was the reply that followed, not yes on center or from seal to center or from end to end...
I didn't say you know or knew, last i looked i wasn't standing over you when you measured...So i wanted clarity of wth it was you measured and where, since I am in the driveline business and maybe 1 of every 30 people knows how to measure.... So i wasn't being a dick to you, i was making sure WTH it was you measured

The best thing about this is you can go back and re-read it all...
You said ""LETS SAY"" lets say what! it is or it isn't

I didn't make any dick comments, that was you...
Read your very next reply, it was all full of being an ass
Should i go thru it for you A thru C, 1 at a time...

Again im not looking for you to buy anything..
If the op wants an answer he can answer the questions.

Strange said what exactly, there pro 9" or the 9"... Again you and this thread lack clarity, but have the answers...

I've seen plenty of 9" break before a 1350 series joint, if they're saying a 1480 will be the week link before that of a non pro series 9" that is no longer a 9" i disagree and stand by the aforementioned comments, if they disagree, they better get someone else on the phone

As for your vague combative answers, a 5" AL shaft should work
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Old 03-15-2011, 09:46 PM   #22
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Does anyone have any sources for a slip yoke other than the chrome moly ones for the RH's and RE's? Or are the stock cast ones living for most guys?
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Old 03-15-2011, 10:40 PM   #23
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I tore up three stock 2wd yokes and outputs before I went to suncoasts 4wd to 2wd conversation . It uses a markwilliams turbo 400 style yoke with 1380 (I think) u joints. Have not snapped one since then.

I also twisted three stock 2wd outputs on the 47re.

I run a steel tube shaft nothing special.
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Old 03-16-2011, 04:12 PM   #24
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Quote:
Originally Posted by 24VChevy View Post
I tore up three stock 2wd yokes and outputs before I went to suncoasts 4wd to 2wd conversation . It uses a markwilliams turbo 400 style yoke with 1380 (I think) u joints. Have not snapped one since then.

I also twisted three stock 2wd outputs on the 47re.

I run a steel tube shaft nothing special.
Dang, I hope I don't start to have that luck with mine. My driveshaft isn't long at all. I believe I have a 1410 in the front and a 1380 in the rear. Last year the 1410 yokes weren't done before the season started so I just left it alone.
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Old 03-16-2011, 04:53 PM   #25
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I am wondering at what point guys are having issues with their driveshafts on 2wd trucks. Truck weighs ~5k and we run stock 2500 driveshaft ends that were used to make a one piece for our short box. The driveshaft is in the 56-59" range if I remember correctly (it has been almost 4 years since we built it.) We run non-greasable joints.
We may have the transmission freshened up before we go on Drag Week in September so that would be a good time to upgrade the output if that is needed. If I remember right the rh outputs are supposed to be stronger than the re's?
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Old 03-16-2011, 05:17 PM   #26
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I don't know, but with the posts above I was getting a little nervous because I am stepping it up a little for this year. I have spicer non greasables in mine too with stock weldment up front, and I believe a stock replacement in the rear as well.
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Old 03-17-2011, 01:37 AM   #27
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Quote:
Originally Posted by 97crewcab View Post
I am wondering at what point guys are having issues with their driveshafts on 2wd trucks. Truck weighs ~5k and we run stock 2500 driveshaft ends that were used to make a one piece for our short box. The driveshaft is in the 56-59" range if I remember correctly (it has been almost 4 years since we built it.) We run non-greasable joints.
We may have the transmission freshened up before we go on Drag Week in September so that would be a good time to upgrade the output if that is needed. If I remember right the rh outputs are supposed to be stronger than the re's?

Correct, much stronger. In fact, both the 4x4 and 2wd 47rh output shafts are stronger than 47re output shafts.
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Old 03-19-2011, 07:38 AM   #28
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The 47h and e are the same trans, all they did was add electronics to the 47rh to shift it and then it became the 47re, it wasn't re-engineered

4speed 7cap rating Rrear wheel Hhydraulic shift or EElectronic shift
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Old 03-19-2011, 12:09 PM   #29
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Quote:
Originally Posted by Supershafts View Post
The 47h and e are the same trans, all they did was add electronics to the 47rh to shift it and then it became the 47re, it wasn't re-engineered

4speed 7cap rating Rrear wheel Hhydraulic shift or EElectronic shift
Really..... the same transmissions with no differences other than electronic v. hydraulic?
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Old 03-19-2011, 11:30 PM   #30
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More specifically. Half ton short bed 518 2wd and strange nod housing, axles, pro gear, 40spline spool. Rear should be plenty tough. Tryin to go the biggest I can to make the drain train reliable. Would hate to need the driveshaft loops for more than safety feature.
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Old 03-20-2011, 01:31 PM   #31
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Quote:
Originally Posted by Supershafts View Post
The 47h and e are the same trans, all they did was add electronics to the 47rh to shift it and then it became the 47re, it wasn't re-engineered

4speed 7cap rating Rrear wheel Hhydraulic shift or EElectronic shift
Really? Better get out that parts manual again...
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Old 03-20-2011, 01:46 PM   #32
Allmaras Diesel

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Quote:
Originally Posted by Supershafts View Post
The 47h and e are the same trans, all they did was add electronics to the 47rh to shift it and then it became the 47re, it wasn't re-engineered

4speed 7cap rating Rrear wheel Hhydraulic shift or EElectronic shift
If this is your way of saying the 47RE and RH outputs are the same you're incorrect. The RH output is stronger mostly because it's longer. Gives it an edge for handling shock loads.

Lots of small changes over the years. The 94 47RH is different from a 95, the RE's have changes through their run too.
 
Old 03-20-2011, 02:37 PM   #33
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Quote:
Originally Posted by Supershafts View Post
The 47h and e are the same trans, all they did was add electronics to the 47rh to shift it and then it became the 47re, it wasn't re-engineered

4speed 7cap rating Rrear wheel Hhydraulic shift or EElectronic shift
You sir are full of FAIL. You came in saying he gave you useless info...no one asked you to even post so if he didn't post enough info for you to understand the situation then do not post. That simple
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Old 03-20-2011, 06:22 PM   #34
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Thanks guys for the support while I was away working and for the good info.
Your still thinking or a cut down stock dodge? I have the original driveshaft for the truck but it's half ton. And I have about 30 shafts to choose from behind the shop. Ford dodge gm 1/2 3/4 1 ton. Lots of options. Just didn't want to do it more than once if I could help it. Also didn't want to shock the trans. Running non lockup but still hard on stuff. With that info just curious of trans yoke rear yoke driveshaft yokes ujoints and shaft material size brand and/or a good spot for price and availability.
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Old 03-20-2011, 07:20 PM   #35
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Quote:
Originally Posted by Allmaras Diesel View Post
If this is your way of saying the 47RE and RH outputs are the same you're incorrect. The RH output is stronger mostly because it's longer. Gives it an edge for handling shock loads.

Lots of small changes over the years. The 94 47RH is different from a 95, the RE's have changes through their run too.
Som you're saying that that the RH is longer than the RE and that being longer, which is increasing the twist rate, makes it stronger ?

When ever you take the same diameter and make it longer you increase it's chances of twist and failing sooner.
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Old 03-20-2011, 07:24 PM   #36
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You sir are full of FAIL. You came in saying he gave you useless info...no one asked you to even post so if he didn't post enough info for you to understand the situation then do not post. That simple
You have no idea wth you are talking about

When you grow up, and find out how things are made and built, then open your mouth in this thread.
Which should be when you come back and apologize, till then pipe down, your lack of understanding, reading and knowledge have let your 5th grade level shine thru clearly....
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Old 03-20-2011, 07:48 PM   #37
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Lots of small changes over the years. The 94 47RH is different from a 95, the RE's have changes through their run too.

According to Chrysler, there are no re-engineering of the 47H vs E other than very slight differences in some electronic control (small changes), this is straight from Chrysler, they said they did no re-engineering of the 47 series from H to E.

The intermediate shaft is also the same for the 518, 618, 46RH, 46RE, 47RH and 47RE from 1994 to 2003.... Unless this is a 2x vs 4x trans, then the 4x would be shorter

So the 4x would be the shorter stronger shaft, can't have longer and stronger of the same diameter. If you could it would make my job oh so much easier...
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Old 03-20-2011, 09:03 PM   #38
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According to Chrysler, there are no re-engineering of the 47H vs E other than very slight differences in some electronic control (small changes), this is straight from Chrysler, they said they did no re-engineering of the 47 series from H to E.

The intermediate shaft is also the same for the 518, 618, 46RH, 46RE, 47RH and 47RE from 1994 to 2003.... Unless this is a 2x vs 4x trans, then the 4x would be shorter

So the 4x would be the shorter stronger shaft, can't have longer and stronger of the same diameter. If you could it would make my job oh so much easier...
Please cite "According to Chrysler". It's not as simple as differences in electronic control. Open up both transmissions and you'll soon find the major difference.

And OP- a shortened 2500 RC LB 2wd shaft should work fine.
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Old 03-20-2011, 10:18 PM   #39
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According to Chrysler, there are no re-engineering of the 47H vs E other than very slight differences in some electronic control (small changes), there are other changes such as steel planetary vs aluminum, factory set maximum line pressure is higher, overdrive/direct clutch pack increased by 1 clutch and steel, the low/reverse servo changed design this is straight from Chrysler, they said they did no re-engineering of the 47 series from H to E.

The intermediate shaft is also the same for the 518, 618, 46RH, 46RE, 47RH and 47RE from 1994 to 2003....Correct! Unless this is a 2x vs 4x trans, then the 4x would be shorterIncorrect.

So the 4x would be the shorter stronger shaft, can't have longer and stronger of the same diameter.I agree, however, I wonder if a longer solid shaft has more elasticity and can therefore dampen larger shock loads before ultimate failure, I don't know, just wonder. If you could it would make my job oh so much easier...


I will never argue with you about drive shafts because guessing by your "handle" you deal with drive shafts everyday as part of your business and I assume you know a great deal about drive shafts.

I do not work in the transmission business, however, I have intimate firsthand knowledge working with 47rh and 47re transmissions and I'm 100% certain that RH output shafts are stronger period!

The intermediate shaft is roughly the same for 727, A518, A618 47rh, re, 48re with only minor differences in hole sizes. There are no differences between 2wd and 4wd intermediate shafts. So no, the intermediate shaft of a 2wd is not different than the intermediate shaft of of 4x4 transmission.

Also, you assumed that the RH output shaft is the same diameter, that is incorrect, the RH shafts are larger in diameter.

The RH output shaft, both 2wd and 4x4 versions have a mechanical governor with weights that mount around and through the shaft. The RE shafts are solid for the most part and do not have a governor assembly mounted to them. This is why I believe (not a known fact) RH shafts are larger in diameter.

The 4x4 shafts in both RE and RH versions are shorter than their 2wd counterparts. Whether or not the longer 2wd version is stronger or weaker is debatable because most 2wd's do not have enough traction to put the same load on the output shaft that a 4x4 tranny is exposed to from the added traction and load of a powered front axle.

It is a known fact that 4x4 RH output shafts are much stronger than 4x4 RE output shafts. I'm not aware of anyone that has put both shafts side by side in a stress test apparatus, I just know of lots of broken stock RE output shafts in the 450+ HP range and very few broken stock RH output shafts with almost zero in the 700 minus HP range. In fact, it wasn't till about 14 months ago that a billet 47rh output shaft was available because there wasn't a need for them.

Everyone has pride, and when it get's hurt, I'll be first to admit It's hard to swallow but at this point, swallow your pride and stick with your specialty (drive shafts).
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Old 03-21-2011, 02:52 PM   #40
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Dam. A lot of good points there. I have always heard the RH 2wd out puts were stronger, and have heard very few people breaking them. I haven't broken mine and have left really hard many times with big tires seeing 60' times in the 1.8 area. Not the best and looking to improve that.
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