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Driveshafts couple the transmission to the differential. There are two U-joints on the driveshaft, one at the transmission yoke, and one at the differential yoke. This allows the driveshaft to spin while the rear suspension moves up and down. Driveshaft length is specific to the engine and transmission combination. As an example, a TH350 transmission is shorter than a 700R4. Some V6 models use a center support bearing to reduce driveline vibration. 1993 and newer driveshafts use a balance ring on the front yoke to reduce vibration. There are basically two yoke spline styles, a TH350 and a TH400 yoke. The TH350 yoke is the same spline/diameter as a 700R4, 200R4, 4L60E, T5, T56 and some 3 & 4-speed (low performance) manual transmissions. The TH400 yoke is the same spline/diameter as the performance 4-speed manual transmissions. Overall yoke length differs between the exact transmission model, so you should always use the correct length yoke to ensure the transmission output shaft seal rides in the correct spot as well as having the correct yoke depth on the transmission tailshaft. Most driveshafts are steel, with the exception of some GTA/1LE cars, some optioned LT1 cars, and most LS1 cars, which are aluminum. The advantage of aluminum is reduced rotating mass, which results in quicker acceleration and reduced vibration at higher speeds. New u-joints should always be installed when replacing a driveshaft. Differential yoke cap bolts should always be torqued to ensure they are tightened properly.