No feedback on the way mine is installed? Those that have it installed differently than mine, please let me know what shop did yours, I need something to back me up when going to the shop that installed mine.
Praztek, according to the directions that came with my Aluminum driveshaft (Powerhouse aluminum), yours is in backwards. The powerhouse directions specify the telescoping joint towards the transmission end.
I can't see how it would matter much. The only thing I can think of is that the joint is more "exposed" when it's at the diff end and thereore more likely to be struck by road debris. But, I can't see how it affects performance or driveability or anything like that.
As for the "great HP debate"....
Under steady state conditions, lightweight driveline components (such as the driveshaft) have NO effect on HP...well maybe little bit from eliminating the middle CV joint.
The driveshaft is worth power under acceleration conditions only.
Here's a quick way to look at it:
Newton's laws tell us F = MA.
We can re-arrange the terms to give us: Acceleration = Force / Mass
The "Force" is supplied by the engine, and isn't affected with a driveshaft swap. However, in doing so the MASS is reduced. This means that acceleration goes up.
Another way to look at it (As a previous poster wrote) is that when you stomp on the pedal, your engine previoulsy had to use extra power to spin up the stock 40+ lb driveshaft. With a lighter driveshaft, less power is required to spin it, and therefore more is available to move the car forward.
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Black 2006 GT Coupe Dynatech LT headers & X; Borla catback C&L CAI; 93 oct tune Full BMR, Spohn & Steeda suspension D-Specs; Alum driveshaft Second Skin Audio damping; Infinity spkrs; Goodyear Eagle F1 255F/295R - FR500 wheels
Here's a scan of the Powerhouse Directions, page 4. The directions clearly state that the joint goes towards the transmission side. I hope that helps....
I really do not doubt at all that the lighter drive shafts are a good idea. Some very good reasons were given as to why they do indeed help our cars accelerate faster and also why a dyno measuring rear wheel HP would show an increase.
For some of us it really does help to understand WHY things help and I appreciate the great explanations!
I am still very curious why Ford put the kind of shaft they did in the Mustang. It seems like it would have been more appropriate for something like the MK VIII.
It is worthwhile to note that the aluminum drive shafts, while not having the center bearing support, are still two pieces with a slip joint built into the shaft, unlike the conventional shafts with the end yoke sliding directly into the transmission. I don't think some folks understand that and didn't look at all the pictures.
I guess if one was to install a TKO-600 or T-56 the slip-joint in the drive shaft could be eliminated too!
It’s been a lot of miles without any issues with the Ford Ranger Driveshaft conversion. With my recent 2000 mile drive, I have been experiencing a slight " werrrrrrr" noise during the first second of acceleration and deceleration. If I let off the gas pedal slowly it will continue making the noise untill I let off it completly. This happens only during 60 mph and above. I had it at the Ford Dealer yesterday and they found no issues but wanted to start by putting back on the OEM driveshaft, which I don't have at the moment. Anyone one else experience this or have heard something similar?
Thanks
< Message edited by praztek -- 1/15/2008 3:28:05 PM >
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RE: Driveshafts - 
