65TerrorCuda
Well-Known Member
Pushbutton 904's were flanged output, later ones went to slip yoke. Is one better? Why did they switch?
trans slip yoke vs flanged output, is one better?
- Thread starter 65TerrorCuda
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I think its really a "less is more" situation. They simply found a way to make that slip joint with way less parts, which saves $$ in manufacture and maintenance both. The flanged output was plenty strong, so thats not it.
The flanged output is arguably stronger, but it's splittin hairs. All the Max Wedges and 64 Race Hemis were so equipped, so they are obviously up to the task.
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65TerrorCuda
Well-Known Member
Not saying I'd go back to the trunnion but it seemed like a good piece.
The trunnion set up looks more fail safe. If the pin inside breaks, you might get no drive but the drive shaft will not fall out on the road. Oops!
The earlier cars in the 50s up until 1961 had the park brake mounted on the trans extension housing. The ball/trunnion set up was probably easier to bolt up to the brake drum. When the park brake became part of the rear wheel brakes, it was probably easier/cheaper to switch to a conventional U joint.
The earlier cars in the 50s up until 1961 had the park brake mounted on the trans extension housing. The ball/trunnion set up was probably easier to bolt up to the brake drum. When the park brake became part of the rear wheel brakes, it was probably easier/cheaper to switch to a conventional U joint.
65TerrorCuda
Well-Known Member
Pretty cool insights! I remember seeing those brake drums on older trans designs and your explanation makes sense
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