In fact they are stronger, you cannot remove metal and not weaken the product generally speaking.

The weak point of a UJ is right at the base of the heads. What typically happens is that under repeated stress the needle bearings begin to develop some minor flat spots. Continue the repeated stress and the needle bearings become lose and we are not talking about a lot of excess clearance. Along with that they also begin to dry up, generally because the proper procedure to insure they are greased is just not followed. They have a natural tendency to hold air pockets. As time goes by you begin to hear the bird chirping or a ticking sound. This is the UJ way of telling you they are failing.

When replacing UJ which I have done OFTEN I also specify the ones with zerks. I have never had one break in the grease tunnels. Mostly I have broken off the ears or the straps and I have always broke or replaced the same one, the 1310 spicer. Its my "fuse" I ran a 1310 at the driveshaft axle connection. I ran Dynatrac Pro Rock 60 High Pinions front and rear. That little weak sister 1310 would fail before anything else and sitting trail side with UJ at the outers of an axle is a hellva of note. I always carried a spare drive shaft (Tom Woods) complete and ready to bolt in. Shuck the 1310 and in less than 15 min I am back rolling again. Then at my time I can replace the 1310 that could not hack it.

About the only way you will grenade one thru the grease tunnels is to overload the torque application to the point it fails. If it fails thru the grease tunnels it is most likely a new UJ, otherwise its all the other complications that take their toll and cause failure.

 

the inside snap rings are still tight so the u joints wernt walking thev were less than 6 months old and i just greased them when i changed the oil and i already had the passanger side installed why i dont have a pic of it