Clunky Shifter
7/22/10, 06:41 PM
#21
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The clunkiness is normal for this car. I liken it to a NASCAR stock car. If you've ever heard one of those up close, the drive train sounds like a dump truck at lower speeds. It's because it has to in order to handle the 800+ hp.
A 400+ hp car will only be a less extreme version of that . . .
A 400+ hp car will only be a less extreme version of that . . .
7/22/10, 06:50 PM
#22
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The clunkiness is normal for this car. I liken it to a NASCAR stock car. If you've ever heard one of those up close, the drive train sounds like a dump truck at lower speeds. It's because it has to in order to handle the 800+ hp.
A 400+ hp car will only be a less extreme version of that . . .
A 400+ hp car will only be a less extreme version of that . . .
7/23/10, 12:58 PM
#25
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7/23/10, 06:30 PM
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8/7/10, 11:02 PM
#27
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Sorry for bring this thread back from the dead.
Is it possible the clunk is because this car has a shift linkage it will feel different?
This is the first car I've ever driven that had a shift linkage instead of being mounted directly to the transmission.
Is it possible the clunk is because this car has a shift linkage it will feel different?
This is the first car I've ever driven that had a shift linkage instead of being mounted directly to the transmission.
8/8/10, 05:55 PM
#28
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Ford engineers will disagree. They state any clunk is not from the 2 piece driveshaft. Excerpts:
Clunk is driven by total driveline lash, dominated by the gear sets and clutch tuning/capability. The 3.73 amplifies this a bit compared to the 3.31 and 3.55 axles. The 2-piece driveshaft is not the cause of the clunk noise.
I do know about the 2-piece in the factory car. It is a fairly robust piece. Vibration is not an issue unless the centerbearing shims are not installed properly, the shaft has a balance issue or the pinion angle is off. These would be quality issues (that I'm not aware of having in production), not design. The 2-pc has no roll in whether or not you have a random vibration. U-joint angles, run-out (flange or shaft), balance and system modal (resonance) response govern vibration.
The 2-piece driveshaft is required to meet internal engineering requirements for safe operation at max vehicle speed. Basically, it is designed to provide a driveline system resonance well above what the speed limiter will allow you to operate at. If you put your driveline into resonance, bad things may happen! I've seen what it does to a car and it isn't pretty.
The driveshaft CV joints are required components on this type of driveshaft when combined with a live axle. If the rear suspension were IRS, simple flex couplings would be used (look at the new Camaro, Challenger, etc...) and would make for a lighter driveshaft.
Clunk is driven by total driveline lash, dominated by the gear sets and clutch tuning/capability. The 3.73 amplifies this a bit compared to the 3.31 and 3.55 axles. The 2-piece driveshaft is not the cause of the clunk noise.
I do know about the 2-piece in the factory car. It is a fairly robust piece. Vibration is not an issue unless the centerbearing shims are not installed properly, the shaft has a balance issue or the pinion angle is off. These would be quality issues (that I'm not aware of having in production), not design. The 2-pc has no roll in whether or not you have a random vibration. U-joint angles, run-out (flange or shaft), balance and system modal (resonance) response govern vibration.
The 2-piece driveshaft is required to meet internal engineering requirements for safe operation at max vehicle speed. Basically, it is designed to provide a driveline system resonance well above what the speed limiter will allow you to operate at. If you put your driveline into resonance, bad things may happen! I've seen what it does to a car and it isn't pretty.
The driveshaft CV joints are required components on this type of driveshaft when combined with a live axle. If the rear suspension were IRS, simple flex couplings would be used (look at the new Camaro, Challenger, etc...) and would make for a lighter driveshaft.
On my 2007 when I measured the angles with a one-piece shaft I found the lower pinion placement in the 8.8 compared to the 7.5 (V6 which had 1-Piece) caused excessive rear u-joint angle. So to eliminate vibration my car had to be lowered.
I suspect when the V6 went to the 8.8 this year it also got a 2-Piece despite a 115 mph speed governor.
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