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Thread: Driveshafts

  1. #21
    I post a lot... pantera77's Avatar
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    Quote Originally Posted by 86VickyLX View Post
    To clarify. According to the fordparts.com website, the MMC driveshaft is available only in late model 1999 (or TSB revised early 99), 2000, 2001, 2002, and 2003 Police interceptor models. With I'm figuring 3.55 rear axle.
    I thought it was only 99/00 or maybe 01. I don't think they ever made it to the later model cars.

    Find a MMC, swap over the slip yolk with a factory AOD one and conversion U joints, swap over the pinion flange on the 79-89 to the larger 90+ style, run a 3/4 fabtech spacer, and you now have a driveshaft that will handle whatever you throw at it.

    Stock 89 shaft
    Stock 91 shaft
    Stock 04 civ shaft
    MMC


  2. #22
    GMN Regular merc91's Avatar
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    Denny's driveshaft makes great stuff if you want to take a look at the custom route... if you talk to them, they were great to deal with and whatever lengths/yokes you need, they did mine to perfection.
    Finally have an on the books porting/custom fab business!
    HO bottom end,GT40Ps,cut/welded/ported upper+lower GT40 intakes,Comp XE258 cam,MS3X megasquirt computer,8 LS2 coils,2 dry systems + a 3rd wet,3 core rad w fans..1100hp Lentech WR AOD,custom 4" aluminum/moly Dshaft,custom rear/back half chassis adjustable 4link,wilwood 4 piston,moser 9" axles,locker, M/T 30x12's,4 staged fuel pumps,100lbs sound insulation,power/remote everything,2000W sound.4480lbs. 4.5s 0-60,12.8 1/4


  3. #23
    Member BlackVic_P71's Avatar
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    My wagon driveshaft standing up next to an '07 aluminum driveshaft.
    1989 Country Squire - Twilight Blue, 347 stroker


    2005 Crown Victoria Sport - Black - Stainless Works full exhaust with Borla Pro XS mufflers, BBK 75mm TB, Accufab plenum, CVPI airbox, Heinous control arms, etc...

  4. #24
    GMN Founder Grand Marquis GT's Avatar
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    Quote Originally Posted by BlackVic_P71 View Post
    My wagon driveshaft standing up next to an '07 aluminum driveshaft.
    Cool! Are you using it? Conversion u joints?
    1983 Grand Marquis 2Dr Sedan "Mercules"
    Tremec TKO conversion, hydraulic clutch, HURST equipped!


  5. #25
    Member BlackVic_P71's Avatar
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    Quote Originally Posted by Grand Marquis GT View Post
    Cool! Are you using it? Conversion u joints?
    Yeah, 1330/1350 u-joint at the trans yoke(not the original yoke) and 1350/1350 at the tail end. The original u-joints are 1310 but I bought a Ford AOD yoke which uses a 1330 joint.
    1989 Country Squire - Twilight Blue, 347 stroker


    2005 Crown Victoria Sport - Black - Stainless Works full exhaust with Borla Pro XS mufflers, BBK 75mm TB, Accufab plenum, CVPI airbox, Heinous control arms, etc...

  6. #26
    GMN Founder Grand Marquis GT's Avatar
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    Looks like I might score one on Sat, then
    1983 Grand Marquis 2Dr Sedan "Mercules"
    Tremec TKO conversion, hydraulic clutch, HURST equipped!


  7. #27
    Fastest Box In South Jersey 86VickyLX's Avatar
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    Quote Originally Posted by pantera77 View Post
    I thought it was only 99/00 or maybe 01. I don't think they ever made it to the later model cars.

    Find a MMC, swap over the slip yolk with a factory AOD one and conversion U joints, swap over the pinion flange on the 79-89 to the larger 90+ style, run a 3/4 fabtech spacer, and you now have a driveshaft that will handle whatever you throw at it.

    Stock 89 shaft
    Stock 91 shaft
    Stock 04 civ shaft
    MMC

    I'm just going by the listings on the website of what had it and what didn't. I see that the issue with length lies in the slip yoke itself.
    "Vicky" 1986 Ford LTD Crown Victoria LX ..................................."Blue" 1992 Mercury Grand Marquis LS

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  8. #28
    Beater gonna beat sly's Avatar
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    as far as the civi shafts... yeah. Apparently I just need an AOD slip yoke to replace the slowly disintegrating balancer type on my 93 (same yoke as that 04 civ shaft in the pic but a 3.5" aluminum shaft... or so it looks like).

    Only two things are infinite, the universe and human stupidity, and I'm not sure about the former. -- Albert Einstein
    rides: 88 MGM (SOLD), 93 Vic, 2000 Crown Vic, 2003 Expedition
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  9. #29
    Fastest Box In South Jersey 86VickyLX's Avatar
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    Quote Originally Posted by sly View Post
    as far as the civi shafts... yeah. Apparently I just need an AOD slip yoke to replace the slowly disintegrating balancer type on my 93 (same yoke as that 04 civ shaft in the pic but a 3.5" aluminum shaft... or so it looks like).
    The AODE and the AOD share the same tailshaft splines and the extension housing is the same?
    "Vicky" 1986 Ford LTD Crown Victoria LX ..................................."Blue" 1992 Mercury Grand Marquis LS

    Vicky
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  10. #30
    Beater gonna beat sly's Avatar
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    I think so... if not, it's really f'n close.

    Only two things are infinite, the universe and human stupidity, and I'm not sure about the former. -- Albert Einstein
    rides: 88 MGM (SOLD), 93 Vic, 2000 Crown Vic, 2003 Expedition
    Quote Originally Posted by gadget73
    ... and it should all work like magic and unicorns and stuff.
    Quote Originally Posted by dmccaig
    Overhead, some poor bastards are flying in airplanes.

  11. #31
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    Quote Originally Posted by BlackVic_P71 View Post
    Yeah, 1330/1350 u-joint at the trans yoke(not the original yoke) and 1350/1350 at the tail end. The original u-joints are 1310 but I bought a Ford AOD yoke which uses a 1330 joint.
    Well then... Looks like I can put the money I was going to throw at the 2010 PI shaft into just buying a better yoke. Didn't expect it to bolt right in...

    That photo is probably the best information you could possibly give on the subject. Thank you.
    89 Grand Marquis GS.

    Putting it here because I keep forgetting to mention it. It's not very exciting at the moment.

  12. #32
    Fastest Box In South Jersey 86VickyLX's Avatar
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    pantera77, I may have acquired an MMC driveshaft. Matching color stripes, from a 2000 Crown Victoria Police. However no markings saying MMC Alcoa or whatever. measuring it shows 55.5 inches (center to center). Measuring my driveshaft in the car now (2003 Police) Center to Center also measures 55.5 inches. I thought the MMC was shorter than the interceptor aluminum piece. Would you be able to measure your MMC?
    "Vicky" 1986 Ford LTD Crown Victoria LX ..................................."Blue" 1992 Mercury Grand Marquis LS

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    Gone! But Parts from it will live on in others!


  13. #33
    Member Elias's Avatar
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    What is the advantage of a aluminum shaft and what years can I find a direct swap one for a 88 Marquis ls four door

  14. #34
    Fastest Box In South Jersey 86VickyLX's Avatar
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    Quote Originally Posted by Elias View Post
    What is the advantage of a aluminum shaft and what years can I find a direct swap one for a 88 Marquis ls four door
    It's lighter, and less prone to vibration. It also doesn't rust. A direct swap would be found in a box equipped with an aluminum driveshaft. The aeros and whales (non police) with aluminum driveshafts (except for early/AOD equipped 92 model year) will work with conversion u-joints and your original end pieces (slip yoke and pinion flange). The police aluminum and mmc driveshafts can be used as well, with the use of a spacer, and the conversion u-jpints and your original end pieces.
    "Vicky" 1986 Ford LTD Crown Victoria LX ..................................."Blue" 1992 Mercury Grand Marquis LS

    Vicky
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  15. #35
    88 LTC nfldfordltd's Avatar
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    Has anyone ever used a double cardan rear CV joint type driveshaft in a box? (like the ones in the Mark VII's)
    I've had two issues with my regular steel driveshaft in my 88 Lincoln for years now, 1. It's too damn long, very difficult to remove and install due to the excessive length; and, 2. it vibrates like a mofo between 80 to 100 km/hr.
    The length issue has prevented me from removing the transmission to get it rebuilt for at least a couple years now; and time is running out for that part as well. Noisy like an AC compressor in forward gear, slipping when cold, stinking of burnt fluid and very hard to go into OD when at operating temperature.
    Embarrassing is an understatement when you have company in the car. I talked to an old guy a little while ago with a 79 Mark V, he said he had a similar problem with his vibrating and swore up and down that once he had a driveshaft made with the double U-joint setup, it made his car's driveshaft smooth as silk at all speeds.
    I looked and found the H-yokes are available at rock auto, link here to part: https://www.rockauto.com/en/moreinfo...88413&jsn=4028
    I was pondering buying one, getting three U-joints, dropping my old driveshaft off at a local driveline shop and asking them to use my original flange yoke, the H-yoke, transmission slip yoke and make a driveshaft balanced that's about an inch shorter than what I have now and the double-cardan CV joint in the rear. Lots of money I know, but I'm willing to spend it for a permanent fix.
    When I do get the courage to remove the old shaft, I will take a measurement and a picture to show you guys how long it really is and try to determine if it is in fact a driveshaft that's too long or the pinon flange is just too close to the transmission tailshaft because of an unrelated problem with the car.

    Summer car-> 1988 Lincoln Town Car, triple blue, 292,xxx km. New HO 5.0 in and running. Bought 2006/08/22. June 2017 PotM!
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    Quote Originally Posted by phayzer5 View Post
    I drive a Lincoln. I can't be bothered to shift like the peasants and rabble rousers

  16. #36
    I post a lot... knucklehead0202's Avatar
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    Not sure about that but if you have a good local driveline shop they can probably just make you a good, balanced one-piece shaft.

  17. #37
    P31 Pursuit Car Brown_Muscle's Avatar
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    I think you are over complicating things. You shouldn’t have any trouble getting the driveshaft in and out. Just take the rear four yolk bolts out, the driveshaft will drop and you pull it from the transmission. You can take it to a place that balances drive shafts and they will balance it for you. Problem solved. Also check to make sure that the yoke going into the transmission doesn’t have excessive play. The tail shaft bushing can wear out and cause a vibration

  18. #38
    No mean-spiritedness here. IPreferDIY's Avatar
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    Quote Originally Posted by Brown_Muscle View Post
    ... Also check to make sure that the yoke going into the transmission doesn’t have excessive play. The tail shaft bushing can wear out and cause a vibration
    Yup. Discovering excessive play in the past day put a big 'downer' on my aluminum driveshaft swap. Funny thing is that the vibration effect that had commenced awhile ago had not worsened in any discernible way, so I had no clue that something other than U-joints might have been getting worse and therefore need attention much sooner rather than later. So far as I know, people with really trashed U-joints don't describe anything more than needing new U-joints, so I thought the worst that would happen was that only the U-joints would continue to deteriorate.

    2000 Grand Marquis LS HPP, a hand-me-down in 2008 with 128,000 km; 175,000 km as of July 2014
    mods: air filter box "tuba" (in place of the "trumpet"), headlight relay harness, J-mod (around 186,350 km), 70mm throttle body, NKL4 PCM (from a 2000 CVPI, nothing great there apart from highway cruising), KYB Gas-A-Just shocks (after >202,000 km on originals)

  19. #39
    I'm an air-conditioned gypsy gadget73's Avatar
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    Have it balanced, it will stop. I've had my car well beyond that speed and its fine. The original shook like an out of balance washing machine over 60 mph (or ~100 for you metric folk). One trick with the Towncar shaft, it includes a rubber damper arrangement up at the trans end. Its basically a harmonic balancer, a metal ring isolated from the shaft with a rubber collar. I have no idea what to do about replacing that should the ring slip, but if it did I would expect it to cause vibration problems. Could be thats what ails yours.

    86 Lincoln Town Car (Galactica).
    5.0 HO, CompCams XE258,Scorpion 1.72 roller rockers, 3.55 K code rear, tow package, BHPerformance ported E7 heads, Tmoss Explorer intake, 65mm throttle body, Hedman 1 5/8" headers, 2.5" dual exhaust, ASP underdrive pulley

    91 Lincoln Mark VII LSC SE, triple black (Timewarp) - poly front bushings, KYB struts and shocks, Holley SystemMax1 lower intake, SilverFox AOD valve body,

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    Quote Originally Posted by phayzer5 View Post
    I drive a Lincoln. I can't be bothered to shift like the peasants and rabble rousers

  20. #40
    No mean-spiritedness here. IPreferDIY's Avatar
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    It turns out that changing the bushing can actually be done without removing the extension housing like a lot of people do (and which would have been a bit much for me). There is a tool that gets inserted and expanded to be able to drive the bushing out using a slide hammer approach:



    With the tool being expensive and most likely not available through a loan-a-tool, a trip to a shop would most likely be required. But, they should be able to do it relatively quickly, and it would probably be more economical to get it done that way rather than fight with the extension housing and cross-member.

    Edit: A little off topic, but here's an interesting trick for getting bushings out of a sealed hole:

    Last edited by IPreferDIY; 10-09-2019 at 11:55 PM.

    2000 Grand Marquis LS HPP, a hand-me-down in 2008 with 128,000 km; 175,000 km as of July 2014
    mods: air filter box "tuba" (in place of the "trumpet"), headlight relay harness, J-mod (around 186,350 km), 70mm throttle body, NKL4 PCM (from a 2000 CVPI, nothing great there apart from highway cruising), KYB Gas-A-Just shocks (after >202,000 km on originals)

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