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Here's the slip yoke and yoke shaft that make up the drive shaft. The slip is a Spicer 3-3-1511KX, the yoke shaft is 3-82-811. These use the 1410 series ujoint also. The Allison yoke is a 1480 so a conversion ujoint 3-1448 (1410/1480) will be used there. | Better angle of the 'new' slinger. If you plan on going this direction be warned that the old oil slinger has a slightly smaller i.d. and will need a bit of 'massaging' to fit | This is the new yoke I'll be using with the old slinger installed. It uses a 1410 ujoint which is considerably heartier than the one it replaces. It's a Spicer 3-4-6221-1x | Here's a shot of the old pinion yoke with the 'slinger' removed. |
Here is where I drilled and tapped the manifold for an EGT (exhaust gas temperature) probe. You really need to keep track of your EGT's in a diesel. | Easy to see the difference in the two manifolds here. | The stock Duramax has a slight divit on the drivers side exhaust manifold needed to clear the steering column. It tends to increase exhaust temps so the after market found a place to bleed a few more bucks out of the willing. Here are the two manifolds side by side. | (1 Comments) I plan on using a Tesla electric parking brake caliper for this build. |
Another angle | This is a piece of 1/2" plate, 10" o.d. and 4.76" I.D. that will be the parking brake. A good friend and fellow GMCer, Wally Anderson, machined the I.D. and O.D. perfectly. I then did the easy stuff and drilled and tapped it 1/2"x20 threads. Should be plenty stout. | About ready. | (1 Comments) Loading for 300 mile trip. |
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