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Driveshaft Manufacturing

Our driveshaft manufacturing process is flexible, adapting to the production phase and specific industry requirements of our customers. During the prototype phase of new chassis or industrial designs, driveshafts are often oversimplified, but we’re here to ensure precision and reliability.

Feel free to contact us and share your prints or specifications. We’d be delighted to partner with you on your next build.


Every new build comes with variables that can introduce or alter forces impacting driveshaft suitability. These forces can reduce bearing life and lead to failures—not only in the shaft itself but also in connected components.
To help mitigate these risks, our team will assist your engineers with series selection, angle calculations, and critical speed constraints.

Below, you'll find a series of calculations and tools designed to support your engineering team in setting up your driveshaft system.

Please ensure all data is accurate and that you thoroughly test fitment during the prototype phase.
DCJ Inc. cannot assume responsibility for application or data errors.

Technical Requirements

Determining the appropriate driveshaft for your specific chassis application requires several calculations, primarily focused on torque and RPM.

Below, we provide an explanation of the torque calculation requirements to guide your process.


Driveshaft Torque Requirements & Series Selection

Selecting the appropriate driveshaft series is essential for any system, balancing torque and bearing life requirements against potential output loss.


Maximum Torque in Low Gear

The primary calculation for driveshaft selection in a chassis involves determining the maximum torque applied to the front of the driveshaft. This begins with the gross engine torque and factors in all gear ratios that amplify or reduce the force. The result is then adjusted for the efficiency of each component connected to the front of the system.

TDLT=TE×RT×RS×RTC×EE×ET×ETC



Wheel Slip Torque

The wheel slip torque calculation determines the torque needed for the vehicle's wheels to slip. This calculation is applicable only for road use where the payload does not exceed the gross combined weight.

For off-highway and specialty applications, other factors may reduce or eliminate wheel slip, making the maximum torque in low gear the appropriate threshold for series selection.

For detailed application guidelines and calculations, please refer to resources from Dana and Cummins – Meritor .


Driveshaft System Envelope & Length Vs. Number of Driveshafts

After determining the torque requirements for the driveshaft, the next step is to assess any clearance constraints that could affect maximum swing or tubing diameter.
Ensuring sufficient clearance is critical to accommodate system movement under load and within the suspension's arc.


Series Selection

10 Series
Drawing of 10 Series Driveshaft

10 Series

Series Functional Torque Limit Swing Diameter1 Tube Diameter2
lb-ft Nm in mm min (in) max (in)
1310 1,719 2,330 4.00 101.6 1.250 4.000
1330 1,991 2,700 4.56 115.8 2.000 5.000
1350 2,876 3,900 4.56 115.8 2.000 5.000
1410 3,467 4,700 4.94 125.5 2.500 5.000
1480 4,057 5,500 5.75 146.1 3.000 5.000
1550 5,163 7,000 6.00 152.4 3.500 4.000
1610 6,000 8,135 7.00 177.7 3.500 4.000
1710 11,358 15,400 7.89 200.2 3.500 4.500
1760 12,000 16,270 8.40 213.2 4.095 4.095
1810 16,500 22,370 9.10 231.0 4.590 4.590

1 Swing diameter clears yoke by 0.06 in (1.5 mm)

Tube thickness diameter can modify the functional torque limit.

C Series (Wing Style)
Drawing of C Series (Wing Style) Driveshaft

C Series

Series Functional Torque Limit Swing Diameter1 Tub Diameter2
lb-ft Nm in mm min (in) max (in)
5C 4,130 5,600 4.85 123.0 2.500 3.543
6C 5,310 7,200 5.91 150.0 2.750 3.543
7C 7,892 10,700 6.23 158.0 3.000 4.000
8C 11,432 15,500 8.51 216.0 3.500 4.000
8.5C 14,973 20,300 6.90 175.0 3.543 4.724
9C 20,209 27,400 8.79 223.0 4.528 4.724
10C 29,281 39,700 8.87 225.0 5.000 5.000
11C 30,683 41,600 9.26 235.0 5.669 5.669
12C 45,876 62,200 11.86 301.0 6.299 6.299
12.5C 46,466 63,000 11.62 295.0 6.299 6.299

1 Swing diameter clears yoke by 0.06 in (1.5 mm)

Tube thickness diameter can modify the functional torque limit.

SPL Series
Drawing of SPL Series Driveshaft

SPL Series

Series Functional Torque Limit Swing Diameter1 Tube Diameter2
lb-ft Nm in mm min (in) max (in)
SPL55 4,057 5,500 5.32 134.9 3.000 4.000
SPL70 5,163 7,000 6.00 152.4 3.500 4.000
SPL100 7,376 10,000 6.07 154.0 4.000 4.000
SPL140 10,326 14,000 6.30 160.0 4.331 4.560
SPL170 12,539 17,000 7.60 193.0 4.500 4.961
SPL250 16,595 22,500 7.60 193.0 4.670 5.197
SPL350 22,127 30,000 8.12 206.0 5.590 5.590

1 Swing diameter clears yoke by 0.06 in (1.5 mm)

Tube thickness diameter can modify the functional torque limit.

RPL Series
Drawing of RPL Series Driveshaft

RPL Series

Series Functional Torque Limit Swing Diameter1 Tube Diameter2
lb-ft Nm in mm min (in) max (in)
RPL10 6,000 8,135 7.01 177.8 4.000 4.000
RPL14 10,000 13,558 7.81 198.1 4.095 4.095
RPL20 12,000 16,270 7.81 198.1 4.000 4.095
RPL25 17,200 23,320 9.11 231.1 4.590 4.590
RPL25SD 18,500 25,082 9.11 231.1 4.690 4.690
RPL35 21,600 29,286 8.10 205.7 4.690 5.204
RPL35SD 25,815 35,000 8.10 205.7 5.204 5.204

1 Swing diameter clears yoke by 0.06 in (1.5 mm)

Tube thickness diameter can modify the functional torque limit.


Critical Speed RPM Calculation

Critical Speed: The RPM at which the driveshaft reaches its natural frequency. This is calculated using the modulus of the driveshaft material, tube diameter, and length. (For example, longer driveshafts have lower critical speeds.)

Adjusted Critical Speed: This adjusts the critical speed to reflect the maximum safe operating speed, ensuring safety and accommodating shaft movement.

For precise calculations, reference Dana's Driveshaft Safe Operating RPM Calculator to verify the maximum driveshaft length suitable for your application. This tool will also help determine the required number of driveshafts for your system.


Driveshaft Angle Calculations

The universal joints in a driveshaft are engineered to enable rotation at an angle relative to the connected components.

  • Optimal Operating Angle: 1.0°–3.0°
  • Minimum Angle: 0.5°
  • Maximum Angle: 5.0°


Operating beyond 3.0° can significantly reduce the lifespan of the universal joint. Refer to the diagram below for guidance on calculating the coupling angle.


Drawing Showing How Angles are Calculated - Side View
Drawing Showing How Angles are Calculated - Top View

To determine the U-joint coupling angle:

  • If the angles of the components are in the same direction, subtract one angle from the other.
  • If the angles are in opposite directions, add the angles together.


This calculation provides the U-joint coupling angle.
Below is an example of a driveline system with its corresponding coupling angles.

Angle Calculator Example
Drawing Showing Example of Angle Calculation - Side View
Drawing Showing Example of Angle Calculation - Top View

If the examples above refer to the same vehicle, the coupling angles from the side view and top view must be combined, as illustrated below.


0C=0S2+0T2Where:0C=Combined Coupling Angle0S=Side View Coupling Angle0T=Top View Coupling Angle


0S 0T 0C
C1 2.0 1.0 2.2
C2 7.0 4.0 8.1
C3 6.0 3.0 6.7

In the example above, 0C references the combined coupling angles for the setup. ∡C2 & ∡C3 exceed the maximum allowable angles, this would significantly reduce bearing life and based on the application could cause excess vibration and/or system failure.



There are additional calculations and considerations in the Dana and Cummins – Meritor application guidelines.

At DCJ Inc, we prioritize quality by using only high-grade components from trusted manufacturers. Our production parts are sourced directly from leading driveshaft component suppliers worldwide, including well-known and reliable brands such as:

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