- First Name
- Caleb
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- 2021 Bronco/1996 Jeep XJ/1957 FC-150
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- Big Bend
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Alrighty, I went ahead and installed my Spicer rear driveshaft yesterday to long term test and review. I’ll be updating this thread with results and opinions over time. Today is initial impressions and install:
Install was easy, fitment was a little tight but nothing crazy. Just be gentle removing the bolts and avoid an impact as they are on with lock tight. After that, pull out from rear axle side first and then the transfer case. You may need to let the rear suspension hang but I did not find that needed in my application.
I stood the OEM axle and Spicer axle up side by side and “flexed” them out. The Spicer flexes differently depending on which location of the U-Joint it’s articulating around. Obviously you don’t want to go past it’s least articulating location. At that spot, it was exactly the same as the OEM shaft if not slightly more.
As far as features, the Spicer unit felt much heavier then the oem but was much thinner. I was a little confused about the wall thickness from their website but I believe it is .083 DOM. I will reach out and clarify this. Their website also shows a photo of a double cardón on the transfer case side and a single U-Joint axle side. It also mentions this in the general description but when you look up the specific part # you see it’s just a single 1350 U-Joint which is what I have on the axle side and a CV on Tcase side. Again, not sure but they have several different part # depending on application. Im going to clarify this with Spicer. Overall Spicer seems stronger tubing wise but is thinner giving more clearance. Honestly I never struggled with clearance on the OEM but I like more anyway.
As far as features go, the Spicer unit relocates the slip yoke to the transfer case side, high and tight and protected by the driveshaft ring. This is smart as it protects the vulnerable boot covering the slip yoke. The OEM slip yoke is in the middle and exposed.
The U-Joint is nice and because it doesn’t limit articulation I don’t see a lot of drawbacks and it’s also replaceable in the field which for a rock crawler, that feature is nice. I’ll just carry extra U-Joints and can repair a shaft in the field now.
Install is hardly worth mentioning, it’s easy. Bolts on axle side are tight so slide them in before install otherwise it’s a breeze. Torque to spec and add some loctite.
Im also making a video but it’s hardly needed as it’s so easy. Here are some pics and I’ll be adding updates and thoughts along the way. The main reason I got this is the ability to swap out that U-Joint in case of a failure as I plan to be doing some HD upgrades soon and snapping a driveshaft sucks if it’s not fixable. The OEM unit was serving me well though with 40k miles on it. The goal is for this to last longer. We will see.
https://danaproparts.com/i-30498021...e-driveshaft-for-the-ford%C2%AE-bronco%C2%AE-
Install was easy, fitment was a little tight but nothing crazy. Just be gentle removing the bolts and avoid an impact as they are on with lock tight. After that, pull out from rear axle side first and then the transfer case. You may need to let the rear suspension hang but I did not find that needed in my application.
I stood the OEM axle and Spicer axle up side by side and “flexed” them out. The Spicer flexes differently depending on which location of the U-Joint it’s articulating around. Obviously you don’t want to go past it’s least articulating location. At that spot, it was exactly the same as the OEM shaft if not slightly more.
As far as features, the Spicer unit felt much heavier then the oem but was much thinner. I was a little confused about the wall thickness from their website but I believe it is .083 DOM. I will reach out and clarify this. Their website also shows a photo of a double cardón on the transfer case side and a single U-Joint axle side. It also mentions this in the general description but when you look up the specific part # you see it’s just a single 1350 U-Joint which is what I have on the axle side and a CV on Tcase side. Again, not sure but they have several different part # depending on application. Im going to clarify this with Spicer. Overall Spicer seems stronger tubing wise but is thinner giving more clearance. Honestly I never struggled with clearance on the OEM but I like more anyway.
As far as features go, the Spicer unit relocates the slip yoke to the transfer case side, high and tight and protected by the driveshaft ring. This is smart as it protects the vulnerable boot covering the slip yoke. The OEM slip yoke is in the middle and exposed.
The U-Joint is nice and because it doesn’t limit articulation I don’t see a lot of drawbacks and it’s also replaceable in the field which for a rock crawler, that feature is nice. I’ll just carry extra U-Joints and can repair a shaft in the field now.
Install is hardly worth mentioning, it’s easy. Bolts on axle side are tight so slide them in before install otherwise it’s a breeze. Torque to spec and add some loctite.
Im also making a video but it’s hardly needed as it’s so easy. Here are some pics and I’ll be adding updates and thoughts along the way. The main reason I got this is the ability to swap out that U-Joint in case of a failure as I plan to be doing some HD upgrades soon and snapping a driveshaft sucks if it’s not fixable. The OEM unit was serving me well though with 40k miles on it. The goal is for this to last longer. We will see.
https://danaproparts.com/i-30498021...e-driveshaft-for-the-ford%C2%AE-bronco%C2%AE-
Sponsored
they called it “lubed for life”. How long that life is? We gonna find out. I do have their same U-Joint in my XJ’s driveshaft and it’s been going hard for several years. It’s their SPL 1350 series.
