I had a gt 500 rear axle installed in my car with a 1 piece aluminum driveshaft and a hurst shifter and every once in a while I feel as if the shifter and the assembly slide forward when I'm just holding my shifter. It also make a little noise. I thought maybe I just had to get use to the short shifter but now I'm concerned with my supercharger just installed. Any suggestions ?

 

Make sure the two bolts on the stick is tight, mine wiggle loose after a while

 

was it a 'real' driveshaft? there was a guy in here a couple yrs ago that had a place install a shaft they built- didnt have the telescopic end (our cars dont have a slipyoke) and the thing failed in a bad way, really tore up his car.

Id get it in the air on framestands, check shifter bolts as bradST mentioned above, and raise/lower the axle a bit thru its travel, be sure the telescopic part is there AND working...seems unlikely, but imagine somewhere out there is one someone assembled and forgot to grease the splines...if its seized it will destroy the tranny and pinion at a minimum, or worst case like that other guy found out, depart violently and beat the car to death till it stops- hopefully right side up.

sure hope to never read of another 'true' one piece driveshaft inadvertently installed in a mustang by a driveshaft shop that shouldnt be building shafts if they cant understand suspension movements... in our cars 'one piece' MUST actually still be 2, just no ujoint/carrier bearing in the center... I'll search for the thread on the solid shaft damaged car...

Tim

 

searching thru driveshaft info, saw PST uses a CV joint on one end, and it allows for some axial compliance...anyone know how much? curious how much compliance is needed- the suspension travel compresses the shaft a bit, imagine bushing compression on hard launches/hard braking probably add substantially to this...

on the subject of driveshafts, another question- PST uses a ujoint and a CV joint, some say for reduced vibration. Not saying this is wrong, but it seems odd to me- two ujoints if installed in phase (even close) will result in velocity changes with angle to only the shaft itself- the output yoke will cancel this out if both angles are the same... if theses ONE CV joint, I gotta assume the idea is that the front Ujoint is nearly straight(imparting no velocity changes to the shaft itself) then the CV angle dont matter... question that comes to mind is, if theres a angle on one, there should be the same angle on the other- anyone know what pinion angle is relative transmissioin output shaft? I'd just always assume they would design the car to be straight with suspension at normal ride height.

other question I still have- has anyone else ever ran the WK^2 numbers on these? I did a quick check on a SOLID 4" steel bar similar in length to our shafts, and HP to accelerate it to 6000 rpm in 13 seconds was like 1/2 hp...I still think some dyno numbers might show higher 'gains' due to faster than real-life acceleration times... anyone know if a stock S197 takes 13~14 seconds to peak out on a dyno? I think its likely a lot faster, which means 'power gains' are not real at all... recalled reading of 10-20hp 'gains' with lightweight shafts, I just cannot grasp more than the 1/2 hp number- not saying it cant be, but if my math is that screwed up, would like to know where its wrong... thanks for any insight
Tim