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Triumph GT6 Drive Shaft

The Triumph GT6 drive shaft setup changed significantly across its production run, and getting the right parts starts with knowing your mark. The Mk1 (1966-68) used a conventional swing axle arrangement. From chassis KC50001, all Mk2 cars and Mk3 models up to KE/KF20000 moved to the Rotoflex system, with rubber doughnut couplings providing articulation alongside a universal joint at the inboard end. Late Mk3 cars from KE/KF20001 onwards reverted to a non-Rotoflex arrangement.

Rotoflex couplings are the most time-sensitive item in this section. The rubber deteriorates with age, and cracks or delamination need to be addressed promptly. CV joint conversion kits are a popular upgrade on Rotoflex cars, replacing the rubber doughnuts with constant velocity joints for improved longevity and a more progressive power delivery. Browse our GT6 Performance Upgrade Parts for CV conversion options.

Because rear suspension work and drive shaft replacement often overlap on the Rotoflex cars, see our Triumph GT6 Suspension, Triumph GT6 Rear Axle & Differential and Triumph GT6 Brake System pages for related parts. For the front of the drivetrain, our Triumph GT6 Propshaft page covers the connecting components.

Rimmer Bros has stocked GT6 parts from Lincoln, UK, since 1982. Call 01522 568000 for chassis-specific advice.

Know your chassis number before you order; it's the key to getting the right GT6 drive shaft parts the first time. Browse below or call our team.

Triumph GT6 Drive Shaft

Triumph GT6 Driveshaft and Rear Hub - NON-Rotoflex

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Triumph GT6 Driveshaft and Rear Hub - Rotoflex

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Frequently Asked Questions

Is the GT6 Rotoflex system fitted to all marks?

It is not. The Mk1 GT6 used a swing axle rear driveline. Rotoflex rubber doughnut couplings were introduced on Mk2 cars from chassis KC50001 and continued through Mk3 models to KE/KF20000. Late Mk3 cars from KE/KF20001 onwards used a non-Rotoflex drive shaft arrangement. Confirming your chassis number is essential before ordering any drive shaft components.

Are Rotoflex couplings still available for the GT6?

Yes, Rotoflex couplings are still available. Rimmer Bros, established in 1982 and based in Lincoln, UK, stocks replacement rubber doughnut couplings alongside CV joint conversion kits for owners who prefer a longer-lasting alternative. Inspect the couplings for cracks or delamination regularly, as deteriorated rubber can fail without warning. See our GT6 Performance Upgrade Parts for CV conversion options.

Can I convert my GT6 Rotoflex drive shafts to CV joints?

Yes, bolt-on CV joint conversion kits are available for Rotoflex GT6 models. These replace the rubber doughnut couplings with constant velocity joints from the differential output flange to the outer hub. CV joints offer significantly greater durability than Rotoflex rubber and eliminate the characteristic wind-up on hard acceleration. Setting wheel bearing end float is critical during reassembly and should not be skipped. Browse Triumph GT6 Rear Axle & Differential for associated components.

Do GT6 drive shaft repairs require suspension work at the same time?

Often, yes. On Rotoflex cars, the drive shafts are integral to the rear suspension geometry, so removing the vertical links exposes the radius arm bushes, rear damper mounts and Rotoflex hub bearings for inspection. Most restorers address these together. See our Triumph GT6 Suspension page for all related rear suspension components.