the light weight, a carbon-fiber driveshaft can free up as much as 5 hp over a stock steel driveshaft. When winning is everything, 5 hp might make the difference.
Once the driveshaft is measured and ready to build, there are a few other issues to consider. Phasing the U-joints with the weld-in yokes is an important part of the equation. With every rotation of a U-joint at any degree other than zero, a fourth-order vibration is generated. This shows up as a torsional pulse, which is felt as a significant vibration. By phasing the weld-in yokes to minimize the combined degrees of rotation, the fourth-order vibration is drastically reduced. The weld-in yokes need to be installed on the same plane; they can’t be rotated off axis of one another.
The quality of U-joints makes a difference, and not just the brand, so you need to consider the design of the U-joint as well as the load capacity. The typical choice for most cars is 1310-series U-joints; for performance applications, however, the rugged 1350-series joints are the better choice. The larger the series number, the larger the trunnion.
Trunnions are the protruding shafts that the caps ride over. Larger trunnions equate to more torsional strength. Torsional forces are exerted in a twisting motion. Changing to a larger series U-joint is not a simple task; you can’t just buy bigger joints. All yokes (slip, bolt-on, and weld-in) must match the desired joint size. You can opt for crossover U-joints, but they tend to not be as strong and they don’t last as long. This allows you to mate a larger (or smaller) U-joint to the yoke.
For example, you buy a new driveshaft that comes with 1350 weld-in yokes, but your car has 1310 yokes for the transmission and rear differential. A 1350-to-1310 joint has a 1350 on one side and a 1310 on the other, allowing you to install the driveshaft until you replace the slip and bolt-on yokes. Although it can be done, using crossover U-joints is not suggested as a long-term solution. The smaller size basically becomes a fuse and breaks eventually.
The type of joint, solid-body versus greaseable, is important as well. The Spicer-style solid-body U-joints come “lubed for life,” and do not have grease zerk fittings. This makes them a little stronger because they do not have the stress risers created by the opening for the zerk fitting in a greaseable U-joint.
Building the right driveshaft for the application is critical; every high-performance vehicle should have a driveshaft professionally built by a shop that specializes in high-performance drivelines. Have your facts straight if you are going to have a local shop build your driveshaft. The shop or builder needs to stand behind its driveshaft 100 percent. Tell the shop it is for a high-performance application, which is very different from a stock driveshaft and needs to be held to a higher standard.
Ordering a driveshaft over the Internet from a reputable high-performance builder requires accurate measurements and clear instructions of what you have and what you need. In the end, you will receive a driveline that will be perfect for your swap.
OIL PANS, PAN MODIFICATIONS AND AFTERMARKET OFFERINGS
Once you have selected compatible motor mounts for your project, the next step is to find the oil pan that fits your engine combination and A-Body car. Many stock oil pans are available for LS engines, each one having been designed for a specific chassis. With so many different oil pan options, there is confusion as to which oil pans fit which chassis.
The front crossmember and the engine mounts determine how the engine fits in the chassis and the oil pan clearance in relation to other suspension, steering, and chassis components. Each brand of engine mount is different, and the engine-mount towers used on the frames can differ by application as well. Although several stock pans fit certain vehicles, they don’t always fit as is, and there are different depths and clearances. Some motor mount adapters are designed to work only with certain pans; others are more universal.
Oil pan selection is critical to proper engine fitment in the A-body chassis. Some stock pans fit, and there are plenty of aftermarket options too. This Holley Pan works great in all years of A-body chassis.
Using a stock oil pan can greatly simplify your installation, provided you have the right one. Many stock oil pan designs are available, but only a few are desirable for engine swaps. The most commonly used stock oil pans are the 1998–2002 Camaro, the 2002–2006 truck, the C5 Corvette “Y” pan (also referred to as the “batwing” because of the dual kickouts
