One piece drive shaft?

[morjo02]

Does anyone know if the gt350 and gt350r have a one piece drive shift and if it's carbon fiber or aluminum material?

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[Myshelby3425]

2 piece and I believe steel.


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[PP0001]

Does anyone know if the gt350 and gt350r have a one piece drive shift and if it's carbon fiber or aluminum material?

These GT350/GT350R's come with a steel 2 piece drive shaft much the same as the Boss 302 cars but unlike the 1 piece carbon fiber drive shafts in the recent GT500 cars.

I typically do not modify any of my cars but if there was one change that I would make on my GT350/GT350R cars would be changing over to a 1 piece carbon fiber driveshaft.

Not sure how much rotating mass will be on the GT350 cars but the 2 piece drive shafts that I changed over on my Boss 302 cars weighed approximately 44 pounds. I cut the rotating mass in approximately half by going to a 1 piece carbon fiber unit in my Boss cars and could immediately tell the difference.

I would suggest that people such as DSS have not developed a 1 piece CF unit yet but it will not take them long and recommend their produce based on putting 2 of their units in my Boss cars.

 

[Teddy Dal]

What was the cost of the carbon fibre shaft and install?

 

[chief135smitty]

Shelby tested their 3rd or 4th 1 piece drive shaft after Sebring. They still have not found one that can handle the high RPM's. Maybe one will be available at a later date, but non are available yet according to them.

 

[mattlqx]

Shelby tested their 3rd or 4th 1 piece drive shaft after Sebring. They still have not found one that can handle the high RPM's. Maybe one will be available at a later date, but non are available yet according to them.

The speed of the driveshaft rotation is determined by the rotation of the rear tires, aka vehicle speed. So not sure what high engine revs would have to do with it. So speed is your upper limit, that and how much torque it can handle.

 

[mattlqx]

What was the cost of the carbon fibre shaft and install?

I had an aluminum 1-piece from DSS for my Boss. It was pretty good overall.

http://www.driveshaftshop.com/domes...t-with-cv-1000hp-1350-has-no-clearance-issues

No idea what install would run, but it's not too difficult a job, only takes an hour or two and mostly because you have to take off some things to get it up in there.

 

[Trackaholic]

The speed of the driveshaft rotation is determined by the rotation of the rear tires, aka vehicle speed. So not sure what high engine revs would have to do with it. So speed is your upper limit, that and how much torque it can handle.

This was discussed in a previous thread, but the final drive also has an effect. The GT500 uses a taller final drive, reducing the driveshaft speed for a given vehicle speed. In the other thread I compared the actual speeds of the driveshafts based on the theoretical top speeds of each car (180mph for the GT350 and 200mph for the GT500). It turned out that the GT500 did spin significantly more slowly, and the GT350 max driveshaft speed was getting close to the published limit for the DSS 1-piece carbon unit. It seemed like going to a two-piece CF shaft might be a good choice, if such a thing exists. Or maybe designing a different one-piece CF shaft with a higher critical speed.

-T

 

[DrumReaper]

The speed of the driveshaft rotation is determined by the rotation of the rear tires, aka vehicle speed. So not sure what high engine revs would have to do with it. So speed is your upper limit, that and how much torque it can handle.

Exactly... the driveshaft comes from the output shaft of the tranny and connects to the rearend. The transmission would be more of the fault point if high RPMs were an issue.

 

[Trackaholic]

Exactly... the driveshaft comes from the output shaft of the tranny and connects to the rearend. The transmission would be the fault point if high RPMs were an issue.

Not entirely true as I mentioned above. Be sure to account for the final drive ratio.

Here is a link to the previous thread I mentioned. In post #30 I show the calculations for driveshaft speed.

http://www.mustang6g.com/forums/showthread.php?t=33110&highlight=Gt350+driveshaft+speed&page=2

The published max speed for the CF shaft is ~8900 RPM, and the GT350R will hit a bit over 8500. The GT500 is at 7900.

I should clarify that the max speeds could exain why Ford would not use a one-piece design from the factory. Since most of us probably won't ever get close to 180 MPH, using an aftermarket CF shaft might be totally fine, and would have big benefits at lower speeds due to the reduced inertia and weight.

-T

 

[Grimace427]

For all the people thinking about going to an even shorter final drive like 4.10 or 4.30 will experience even higher driveshaft RPM's.

 

[DrumReaper]

This was discussed in a previous thread, but the final drive also has an effect. The GT500 uses a taller final drive, reducing the driveshaft speed for a given vehicle speed. In the other thread I compared the actual speeds of the driveshafts based on the theoretical top speeds of each car (180mph for the GT350 and 200mph for the GT500). It turned out that the GT500 did spin significantly more slowly, and the GT350 max driveshaft speed was getting close to the published limit for the DSS 1-piece carbon unit. It seemed like going to a two-piece CF shaft might be a good choice, if such a thing exists. Or maybe designing a different one-piece CF shaft with a higher critical speed.

-T

FDR ratios:

3.31 - 2013 GT500
3.73 - 2013 B302
3.73 - 15/16 GT350

As you can see from above, assuming tire height/tranny drive gear remains constant, if all three cars were travelling at a velocity of 60mph the B302/GT350 will have the same driveshaft rotational speed while the GT500's will vary due to the lower FDR.

 

[Grimace427]

FDR ratios:

3.31 - 2013 GT500
3.73 - 2013 B302
3.73 - 15/16 GT350

As you can see from above, assuming tire height/tranny drive gear remains constant, if all three cars were travelling at a velocity of 60mph the B302/GT350 will have the same driveshaft rotational speed while the GT500's will vary due to the lower FDR.

The transmission is irrelevant in regards to the driveshaft rotational speed.

 

[DrumReaper]

Not entirely true as I mentioned above. Be sure to account for the final drive ratio.

Here is a link to the previous thread I mentioned. In post #30 I show the calculations for driveshaft speed.

http://www.mustang6g.com/forums/showthread.php?t=33110&highlight=Gt350+driveshaft+speed&page=2

The published max speed for the CF shaft is ~8900 RPM, and the GT350R will hit a bit over 8500. The GT500 is at 7900.

I should clarify that the max speeds could exain why Ford would not use a one-piece design from the factory. Since most of us probably won't ever get close to 180 MPH, using an aftermarket CF shaft might be totally fine, and would have big benefits at lower speeds due to the reduced inertia and weight.

-T

Agreed. We're on the same page, your explanation is just that much better and more technical. Thanks.

 

[DrumReaper]

The transmission is irrelevant in regards to the driveshaft rotational speed.

So, in your words, if I had the B302 in 5th gear and the 350 in 6th gear, they would have the same driveshaft rotational velocity?

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