Actually the Stock GT is 3 Pieces, while the stock V6 is 2 as well as every other driveshaft for the Mustang. Whether is has a slip yoke in the middle of at the end it is still 2 piece. A one piece drive shaft will not allow for suspension movement or motor torquing and will break. And I don't don't care how they are listed or sold, it is still 2 piece

 

I definitely agree with that, lol. It just really bugs me that it seems like nobody on the aftermarket side can really give anyone a straight answer on the power handling, and yet all we hear is "well you need it because the stock driveshaft blew up on YouTube." There's a site called Cyclone Mustang that has a lot more high-horsepower V6 owners, at least a handful running 400-450whp or more, and they're all running aluminum driveshafts. None of them would really say they noticed much of a difference, but they liked the "piece of mind" from having it.


It bugs me in general that marketing takes the lead over engineering and facts a lot in our hobby, but for some reason it just really bugs me that these driveshafts are continually on a waitlist on American Muscle and other sites, it seems, and nobody can actually show (1) why the stock driveshafts are breaking, (2) how the aluminum driveshafts are better, or (3) really that any more than a couple freak driveshaft failures have occurred on V6 Mustangs. I mean, there are thousands of 3.7L Mustangs running around and two driveshafts blow. Neither time can you see the shaft breaking or see what actually happened. But you need to go spend $700 on this to make yourself feel better. That's about as much info as I feel like we have right now.


So yeah, I'll probably go buy it just so I can move on with my life, but it just pisses me off. LOL!


P.S. I like that last post, you're alright in my book now

 

a two piece has a center support bearing and consists of two separate driveshafts (which is where "two piece" comes from). its normally found on full size trucks though. here is a pic out of a ASE certified text book.

 

How many pieces are between the u-joints on your Aluminum driveshaft? 2
1 Piece Driveshafts left with the slip yoke that slid into the trans, once you put a slip yoke into it it turned into a 2 piece. Like I said, "And I don't don't care how they are listed or sold, it is still 2 piece". Go ask a driveshaft shop to build you a 1 piece and it will not have a slip yoke in it. Or at least the local shop here won't as well as any of the shops I used to deal with in Southern California. We used to switch our trucks over from 3 piece to 2 piece to get rid of the carrier bearing on our single axles all the time.
Sorry to the OP, didn't mean to highjack the thread.

 

I agree the term '2 piece' typically refers to a shaft having a center bearing. The Ford engineer's comments I posted earlier agrees.

But what type a vehicle is that shop putting a shaft without a slip-yoke into? I can only think that would work for IRS. Correct?

 

It would actually be a slip yoke and a spline. The thing the lets the drive shaft change lengths

 

me being ASE certified i just go by what they taught me in the ASE certified classes that i took so that i could pass the certification tests. im sure there are some people that call it different things but im just going by what ASE standards say since thats what i was taught.

 

Right. All SRA's would need that. But the other comment was that some change to a shaft without a slip yoke. That could only be on an IRS setup right?

 

OP, I have a one piece aluminum driveshaft for my 2011 3.7 and currently I'm around 300 rwhp. Granted its not 450 rwhp but I believe the axle exchange one piece which is what I have is rated for 900 HP. Since your looking at 450 , you a good ways off. I'm glad I purchased my one piece. I have been 140 mph and she was smooth and steady.

Its funny how people say the 3.7 is not intended to be a performance car and your don't buy it for performance. Yet the 3.7 is as powerful and easily puts up same or similar track numbers as a 2010 and under Gt model. That would be the performance model! (Rolling eyes)

The 3.7 can come with from factory the same suspension, brakes and high speed performance tires as the 2010 Gt model and yet people claim the 3.7 is not a performance vehicle. How can the 2010 and under Gt's be a real performance vehicle and not the 3.7. Yet the 3.7 is every bit as fast! People crack me up on their thought process.

Ford tomorrow could produce a 405 HP V6 and people on here would say, you don't buy the V6 for performance. That's not a real performance car but the 420 HP Gt is a real performance car. That V6 model could run similar or same track numbers as the 5.0 and yet, its not a real performance vehicle.

I guess you just can't debate people that are silly, narrow minded and have an archaic thought process.

 

Just because you reach a certain peak hp doesn't mean anything other than that number. There are differences in the power band, engineering to handle the power and put it to the ground, engineering for safety vs driving it on the edge, etc. Your and other's 'opinions' are not the same as Ford engineers, professional mechanics, or professional race teams.

The V6 is speed limited different than the GT for a reason. And just because you want to remove the limiter and take the risk of putting your drivetrain into resonance and/or cause other problems at high speed, does not make you more correct than Ford or make you a safe driver.

This is Ford's 'corporate speak' for 'the V6 was engineered a certain way, the GT is engineered another'.

In a statement to Autoblog, Ford said that the Mustang V6 is
"the ultimate in fuel economy and performance," noting that owners looking for more speed should look toward the Mustang GT with its 412-horsepower V8, heavy-duty two-piece drive shaft and variety of rear axle ratio choices.

You - like some others on this thread, keep thinking the V6 is being bashed in this thread. It never was.

Seriously - get over the inferiority complex guys. The V6 is a fine machine for what it is intended. And yes, it accepts a certain degree of power mods.

 

I have a feeling majority of V6 owners would disagree with you completely. Many enthusiasts do buy our V6 models for performance along with other positive attributes. Does a 5.0 provide a higher level of performance over the 3.7? Absolutely! Does that mean the 3.7 is not a performance mustang? Heck no, its a very capable performance sports like car that provides an exceptional value to enthusiasts who love mustangs, performance but perhaps not looking for the added performance of a 5.0 or the extra cost factor.

That doesn't make the 3.7 not a performance vehicle. That's like saying you don't buy a GT for performance, plain and simple. If you want real performance you buy a Gt500.

The 3.7's are as much and on same level of being a performance machine as the 2010 and under GT's.

 

If true, then why is the 08-10GT limited at 151 vs 112? Why doesn't the V6 have the GT 2 piece drive shaft? Why doesn't the V6 have the GT500KR 3.73 track lock diff? Etc. Etc.

Because the V6 was not engineered the same. Though it puts out improved hp over the 4.0 V6 (in large part due to emphasis on better breathing), it was engineered for the mileage game against the Camaro and the Challenger V6's.

 

Wrong, The V6 is more than capable of safely handling speeds in excess of 135 MPH. If it wasn't, Ford would of not made the car capable of reaching those excess speeds regardless of a performance tuner or not. Its intended to be what ever the owner decides their V6 is intended to be. Granted, the factory driveshaft is not up to par on high speeds in excess of 130 mph but with a one piece aluminum driveshaft and proper speed rated tires , no worries.

 

 

People claim Ford placed the 112 mph speed governor on the 3.7 because they chose to use a less quality driveshaft to keep the cost down on the V6 model. Ford designed the 3.7 to have huge capabilities in performance should enthusiasts want to invest in some upgraded parts. The 3.7 is every bit of a performance vehicle as a 2010 and under GT and if someone wants to keep with that Gt at high speeds, just install a one piece aluminium driveshaft.

Unfortunately, many GT enthusiasts fell butt hurt when it comes to the newer V6 models (11-14) because Ford produced an awesome performance vehicle for thousands of dollars less than previous GT models. With a few upgrades the 3.7 can safely travel in excess of 135 MPH safely with no issues.

Evolution is what its called!

 

As usual buddy, you are more full of stuffing than a christmas turkey. The stuff you spout and spout and spout (often totally incorrect) across the forum are entertaining to say the least. Particularly when it comes to performance and high speed.

Your machine is a great machine. Just like every other at the time it is made. And every machine will be improved upon sooner or later. I bought my 08 Bullitt for specific reasons. I could care less what other Mustangs can do. I won't be trading it regardless of a turbo 4 banger reaching 300+hp or a turbo diesel 2 banger running on french fries reaching 500 hp.

You made a decision for a V6. Enjoy it. It's nice. No need to be defensive thread after thread.

 

Whose defensive bud? Not me bro. You must have me confused with someone else. As many enthusiasts on here, I'm just stating my position. Its funny how peoples thought process is. If you don't think the 3.7 is capable of operating at high speeds that's your prerogative.

Many V6 enthusiasts around various mustang forums will respectfully disagree with that big time. With that said I suppose your full knowledge of the 3.7's capabilities because why now? You don't even own a 3.7 so respectfully how am I wrong and your right? I for one can personally attest to safely traveling in excess speeds of 135 mph with zero issues.

In regard to the OP's question, I highly recommend purchasing a one piece aluminum driveshaft.

 

You are. You always are. You constantly put out the same shtuff over and over when a V6 is mentioned - even when the V6 isn't being bashed. Even when your V6 faux boss isn't mentioned.

You lack perspective. You make it sound like improvement of Mustangs is something new. Or that what you do with your V6 matters to anyone else.

Back in the day, the 289 was a favorite engine. For thousands of Mustangers, it didn't matter when the 302 came out, or the 390, or what Shelby was doing with the GT500, etc, etc. It didn't matter that Pontiac, Camaro, SS396, Olds 442, Cuda were putting monster blocks in.

The 289 was a dependable engine that ran fantastic. It could be built if people wanted, but as stock it performed great for the weight of the Mustang and was great fun. Owners enjoyed their cars for what they were. Most owners are not concerned with the nth hp, lowest time slip, and high speed braggers. They bought them for personal enjoyment. Not comparison to others.

 

As much as I enjoy a good debate, I have to break in here to say that I decided to purchase a driveshaft safety loop instead. I will need that anyway if I take my car to the drag strip (required on any street tires going faster than 13 sec., and any drag slicks running faster than 14 sec. I believe). Also, it's a part that has tons of actual data and real world proof behind it as to how it is a beneficial add-on.


If someone can show me definitively that the aluminum driveshaft is actually a smart purchase and will help my car handle the power, great, but I haven't seen any proof yet.


Also, in case anybody is wondering, I went with the Competition Engineering loop (http://www.summitracing.com/parts/CEE-3160), it's under $100 shipped and looks to me to be a well-designed part. To me, that negates the worry of the majority of consequences of a broken driveshaft. Yeah, I would have to tow the car back and throw a new driveshaft on, but it would minimize the damage to the car and keep me safe. Is it worth another $600 for a driveshaft that *may* do a better job? Meh. Time will tell.

 

Thats all you need.