The driveshaft on an AWD Stealth is three-sections, with three cross-type universal joints and one Lobro universal joint.
The FWD cars have mounts for the rear carrier bearing but, for some reason were not given mounts for the front. There are places for studs, but no studs themselves. One of the holes on the front mount is filled with a bolt on the exhaust shield while the other is left empty.
To deal with the front mount, I had to cut out a small hole so that I could drop a bolt into the existing mount. The other bolt on the front I simply replaced with a longer one.
Note that the carrier bearings have to be mounted lower than stock because of the angle at which the rear subframe sits. If the driveshaft were to sit at stock height, it would rub against the upper arm of the subframe. After the addition of some spacers, the front carrier bearing sits securely at its new height.
The rear mount is a little more troublesome. The rear carrier bearing must sit so low that it cannot attach to the stock studs. To correct this, I decided to use a threaded coupler to extend the stud, then attach a bolt to the other end. Unfortunately, the stud is metric. The specific size is M12-1.25, which I found out is not manufactured for threaded couplers. After searching at every hardware and parts store I could find, both in town and online, I finally resorted to buying couplers with smaller english threads and having a local machine shop tap them with the correct metric threads. These are the two I had tapped, along with an original for comparison.
The couplers fit fine, and let the rear bearing hang at the right spot.
I had to play with the spacers to get the driveshaft at just the right height, and at the end of it, the Lobro joint will be bent slightly. Because of the nature of a Lobro joint, this does not worry me, as the bend is not very severe.
The clearance is a little tight between the driveshaft and the subframe, but it does not contact.
The front end of the driveshaft fits perfectly into the transfer case, which in turn slides onto the output shaft of the transmission.
This is the final attached driveshaft.
