2-28-24 Driveshaft restoration service has been discontinued

Description: 1969 351W 3/4-Speed Concours Driveshaft Restoration Service

Year: 1969
Model: Mustang & Shelby GT350
Engine: 351W 2V, 351W 4V
Transmission Type: Manual
Factory: Dearborn, San Jose, Matuchen
Tubing: 3" ERW tubing (not rubber insulated tube-in-tube version)
Warranty: 1-year limited 
Turnaround: 14-28 days 

Approved for MCA Judged Classes: Concours Driven, Concours Trailered, Thoroughbred
Approved for Judged SAAC Classes: Division I, Division II

Jack's Comments:

Our concours driveshaft restoration service is all inclusive, including return shipping anywhere in the lower 48 states. Send us your production original Mustang 351W 3/4-speed driveshaft components and you get back a complete concours correct driveshaft that's ready to install. This is not a driveshaft tube polishing service. We replace the tube with the same electro resistance welded seamed tubing the factory installed. This way we don't have to fake any finishes. The welds, bare steel blue seamed tube and the color of the blue heat rings on the spot welded balance weights all look real because... they are real. We believe the only way to properly restore a driveshaft is to break it down to its components, restore each component and then assemble it just like Ford did it. If you don't have your original driveshaft and/or don't know what the correct components are for your 1969 351W 3/4-speed Mustang see below.

IMPORTANT: This restoration service is for the standard 3" tube driveshafts. If your car came with a rubber insulated tube-in-tube driveshaft click here to get more information.

Restoration Process:

• Verify all components are within factory dimensional tolerances
• Verify all components are cosmetically acceptable for a concours quality restoration
• Transmission slip yoke refinished, paint coded, factory machined areas resurfaced including the barrel for a good seal
• Tube yokes refinished, paint coded and factory machined areas receive a fresh resurfacing
• Restore your factory installed production zerkless u-joints or replace with new service u-joints
• Tube yokes welded to new 3 inch electro resistance welded blue seam driveshaft tube
• Install transmission slip yoke and balancing fixtures
• High speed balanced with factory rectangular spot welded balance weights
• Unique 351W 3/4-speed build sheet paint code stripes sloppily applied like the factory did in the same colors, locations and widths using our survivor driveshaft as a guide
• Apply rust protection oil and wrap in special anti-corrosion paper
• Safely shipped via UPS back to your garage in our proven packaging system

Common Questions:  

Q: When I send you my driveshaft cores do I get my parts back?
A: Absolutely, when your cores arrive they are photographed then tagged with your name so we can track them through the entire restoration. The cores you send in are the ones you will get back, guaranteed.

Q: I don't have cores, what do I do?
A: You have a couple of options. First check if we have any cores in stock (see below). Second, source the cores yourself using the identification guide below. Ford used driveline components that are found on many other high-production passenger cars so they are not that hard to find when you know what to look for.

Q: How do you polish the driveshaft tube to make it look like new?
A: We don't restore the tube. We replace it with the same electro resistance welded seamed tubing the factory installed. This way we don't have to fake the welds, bare steel finish, blue seam or the spot welded balance weights. Sanding and polishing reduces the already thin .065" tubing thickness that affects its strength so we never recommend polishing.

Q: I've modified my engine and it's now producing a little more than 450 HP. Will a stock driveshaft hold up to this extra power?
A: All our driveshafts now come with .083" driveshaft tubing vs the factory .065" thick tubing. This little extra thickness only adds a small amount of weight but adds a lot of strength. Tire stickiness and high rear axle gear ratios are what make driveshafts fail. Most street-driven concours cars have stock bias ply tires or street radials that will never hookup enough to put any significant load on the driveshaft. Our conservative rule of thumb is this: If your engine is producing over 500 HP at the crank and/or your running slicks this driveshaft may not be for you. Contact us if you have any questions.

Q: Still have questions?
A:  Contact us and we'll answer them all. 

HOW TO GET STARTED

 STEP 1  Verify or source your driveshaft cores

Before you ship your driveshaft to us for restoration use the guides below to help verify you have the correct driveshaft components.

Transmission Slip Yoke:
The 1969 351W 3/4-speed transmission slip yoke is common since it's the same slip yoke used behind most Ford passenger cars with a C4 automatic transmissions from 1967-1969. See links below for more help identifying the correct slip yoke and if we have any available.

See links below for more help identifying the correct slip yoke and if we have one available.

• Picture with dimensions
  
• Check our stock of concours correct production originals (call)

PLAN B: If you cannot source a real 1967-69 production original slip yoke Ford made later versions that are more common and looked almost identical. The 1970 and later production and service versions were simplified by eliminating the machined areas between the u-joint cup shoulders to save material and machining time. 1972 and later versions are found with the same or shorter barrel length, both will work. The spline length inside the barrel can vary so make sure the spline length is no longer than 5 inches otherwise the splines will bottom out on the transmission output shaft.

• Check our stock of Ford service slip yokes (call)
  *If you end up purchasing a slip yoke from us we will refund or credit you $50.

NOS slip yokes: NOS parts are service parts made to function like originals. They may or may not be exact copies of originals. Ford serviced the 1967-69 slip yoke with the 1970 and later versions that will function perfectly but may not look exactly the same as the earlier production slip yokes. Unless your NOS slip yoke was produced before 1970 it's most likely the simplified 1970 and later version. If you would like us to use your NOS slip yoke send it in with your other cores and we will credit or refund you $50.

U-Joints:
The factory only installed zerkless 1310 series u-joints. Without grease zerks they were not easily serviceable so they were usually replaced during normal maintenance. If your driveshaft still has its production zerkless u-joints we will restore the. If you don't have your originals we will install OE service u-joints. NOS service u-joints are not usually an option since they have a completely different design and have grease zerks. With that said you can occasionally find production zerkless u-joints in Ford service boxes and also installed in a NOS driveshaft.

• Picture with dimensions
• Check our stock of restored originals

Tube Yokes:
The tube yokes, also known as weld yokes are the yokes, at both ends of the driveshaft tube. Ford used these tube yokes in passenger cars and trucks from 1967 thru the late '70s. These 1310 series 3 inch tube yokes are found on many mid-sized Fords with 351W & 351C engines.

• Picture with dimensions
• Check our stock of original cores (call)