2-28-24 Driveshaft restoration service has been discontinued

Description: 1969 BOSS 302 Concours Driveshaft Restoration Service

Year: 1969
Model: Mustang BOSS 302
Engine: BOSS 302
Transmission Type: Manual
Factory: Dearborn
Engineering #: N/A
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 BOSS 302 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 BOSS 302 see below.

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
• Install our concours reproduction zerkless u-joints or your restored factory installed production zerkless 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 BOSS 302 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 500 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 BOSS 302s 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 650 HP at the crank and/or your running slicks this driveshaft may not be for you. Contact us if you have any questions.

Q: I'm restoring my BOSS 302 to compete in thoroughbred and survivor classes. Will your reproduction u-joints pass in the these classes?
A: In these classes the judges deduct points for any part that isn't an original production line part. We suggest you use restored production line u-joints with the tiny faint Ford logo if they are within your budget. Although it's difficult to see that faint Ford logo when the u-joints are installed it's better to be on the safe side and use production originals.

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 390 4-speed transmission slip yoke is one of the most difficult slip yokes to source if you don't have your original. It's hard to source because the 28 spline with a 1330 series u-joint combination was only used in lower production vehicles. 

This is a list of the most common 1967-69 cars that had this unique slip yoke:
1967-68 Mustang 289HP AT/MT
1967-68 Shelby GT350 AT/MT
1968 302 GT AT/MT
1967-69 Mustang 390 MT
1969 BOSS 302

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

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. These 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. If you end up purchasing a slip yoke from us we will refund or credit you $50.

• Check our stock of Ford service slip yokes

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 1330 series u-joints. Without grease zerks they were not easily serviceable so they were usually replaced during normal maintenance. We don't commonly see them in Mustangs with more than 20,000 miles so don't be surprised if your car doesn't have its originals. We can supply your restored production originals if available or install our concours reproductions. 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 1330 series 3 inch tube yokes are found on most full sized Fords with larger engines.

• Picture with dimensions
• Check our stock of cores