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 With their position established,...  With their position established, the weights were welded in place, a tack at each corner, and a plug weld in the central hole.  Here's why I didn't modify...  Here's why I didn't modify my trans tunnel until I had my driveshaft. Note the difference in diameter between an aluminum 'shaft (3 1/2 inches) and a steel one (3 inches) for the same application. The yokes are larger too, which is where I thought I may have a clearance issue.  With the 'shaft given a brushed...  With the 'shaft given a brushed finish along its length using a Scotch-Brite strip while it was rotating, this strap was added to the open end to ensure the bearing cups didn't stray. It was now ready to ship, or to be placed in my pickup to be precise!  With the new driveshaft installed...  With the new driveshaft installed in the project '49, I was pleased to see it easily cleared the CPP center crossmember, and was of perfect length. Inland Empire suggests 3/4 to 1 inch of the transmission yoke's ground seal surface should show (arrow), with more if the output 'shaft extends past the seal more than the usual 1/8 inch. The Gearstar 200-R4 trans output shaft extends more than double that, so just over an inch showing is acceptable. This is with the suspension at "full drop" with the driveshaft as high in the tunnel as it can go.  Modern Mustangs use a flange...  Modern Mustangs use a flange at each end of their driveshaft rather than a slip yoke at the front, so employ this sliding joint to accommodate suspension movement. Inland Empire can supply such 'shafts.  Two-piece driveshafts require...  Two-piece driveshafts require a center support bearing. On the left is a high-impact polyurethane-cushioned OEM replacement version, while on the right is a 7075-T6 aluminum version for a wide variety of cars, trucks, and utility vehicles, including dualies and especially '58-64 Chevrolets. This "super strength" bearing support is designed to withstand the stress of high-horsepower powertrains.
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