With my LS still at the fab shop for the completion of the roll bar kits we will have soon, we tore into my buddy's identical LS because, well, it's here and he's not!

We recieved the full headers to exhaust tip components from Kook's (less the H-Pipes which should ship next week). We sent the headers off to get ceramic coated - so those will be coming soon along with some detailed before and after dyno charts.

In the interim, we wanted to install this terrific new product - a 4" aluminum driveshaft and in the process we thought we might as well do the Kook's cat-back (really H-Pipe back) since it was here taking up shop space.

First things first. This aluminum driveshaft is just unbelieveable in quality and fitment - and it is made right here in the USA. It weighs in at a mere 19 lbs and the two-piece OEM unit is right about 38 lbs!! That's 19lbs of rotating mass shaved right off the car. Unbeliveable. In 1/4 mile racing, these shafts have repeatedly proven that they are good for .2 seconds! I suspect that road racing may be in the plan for more Bosses and just think of the acceleration advantages out of every corner, again, again, and again! So, just the driveshaft swap was 19 lbs of savings.

Next, we moved on to the Kook's "H-Pipe back" to get even more weight savings. The Kook's high-polished, all-stainless mufflers weigh in at a scant 11.5 lbs. By comparison, the OEM mufflers are 22.5 lbs. The OEM input pipe (between the H-Pipe and the mufflers and includes a silencer) weighs 13 lbs and the Kook's 3" stainless replacement is 10.5 lbs. We were honestly VERY impressed with the quality and fitment of the Kook's components. Everything was first rate!

Summary of today's Boss Diet:

Driveshaft: 38 - 19 = 19 lbs
LT Muffler: 22.5 - 11.5 = 11 lbs
RT Muffler: 22.5 - 11.5 = 11 lbs
LT Axle Pipe: 13 - 10.5 = 2.5 lbs
RT Axle Pipe: 13 - 10.5 = 2.5 lbs

Total weight savings: 46 lbs!!!

Rotational weight savings: 19lbs!

Here's a few pics.









Note: All products are available on our website....

 

Nice! Those Kooks tips look gorgeous.

Did you notice any difference in "feel" of the drivetrain switching to a 1 piece vs. a 2 piece? I noticed in my CTS-V I lost the "clunk" or slop in the drivetrain when switching to a 1 piece driveshaft.

 

Very interested in the drive-shaft, two questions

Any testing on the road course yet, while something may be strong for a 1/4, I would like to know how it stands up to longer periods of high revs.

Splain the four inch please. I have been looking to do this and there are many 3.5 shafts out there and I have only seen a four inch for the V6. Is it simply stronger at four inches or are there other factors involved in making a four vs. 3.5? Sorry if that is a dumb question but I would like to know.

 

For the drive shaft, is the cost the reason Ford didn't use a single alluminum piece or is their durability or NVH concerns as well? Seems like such an easy thing for Ford to have done, what was their reason for not doing it from the factory?

 

I'd like to know what if any vibration there is at speeds above 100 MPH. Here's the link.

http://www.cooltechllc.com/Boss/Boss...iveshaft.shtml

 

Kendall... Me, mine, when???

 

I need to go look through some stuff...........I am absolutly sure I have read that the drive shaft in the Boss is different...........I can't swear to it but Im 99.9 % sure. BBL

 

ME TOO!

 

NVH period. These S197s are very susceptible to DS vibration with a one-piece so Ford uses a heavy 2-piece to eliminate it. Hopefully you won't have the issue, but without an adjustable UCA to adjust pinion angle, it's highly possible there will be vibration issues. I had a one-piece aluminum on my GT500 with an adjustable UCA and they were able to dial out any vibration by adjusting the PA. When I went to a torque arm with no PA adjustment, I had it bad. I ended up with a two piece aluminum/chromoly which eliminated most of it. It weighed 27lbs so a happy medium I guess. It is also much stronger and rated to 800 hp, which I needed with the GT500....not so much in the Boss.

 

Interesting the OEM comes with a CV joint and the Al one has a regular U Joint. Me rather have CV joint for alignment issues. See Gary's post

Peter

 

Me three... just amazing!

 

Gents - there is NO vibration. None. Zero. Briefly tested speeds in excess of 100MPH. It is as smooth if not smoother than OEM. These shafts have been tested extensively on the Mustangs. If you have or plan to lower the car more than 1.25", then you will have to consider pinion angle. OEM to 1" lower ride height is FINE.

The OEM 2-piece driveshaft affords Ford a lot of flexibility on a multitude of different Mustang configurations. It is a design that they don't have to go back and engineer if the suspension guys want to experiment with different ride heights, etc. Also, if you are often at or above maximum weight (big guys in the back seat) and want to drive cross country with a trunk of luggage - you *might* induce enough sag to get the alignment off. If, on the other hand, you have a street-driven Boss, occasional passengers, and a weekend track warrior.... then a considerably lighter driveshaft is going to really help the car in acceleration.

Apollo - hope to see you this afternoon. Go take the LS out and see if you can detect ANYTHING before we install yours!

 

Yes Kendall, I should have clarified that I needed the adj UCA due to my adj coilovers and lowering 1.25"+ in the rear. I'm really glad to hear there's no vibration as this is a mod I'd like to do in the future to drop weight.....especially rotational mass. I'm also considering the Steeda lowering springs or FRPP if they release them, so will be curious to see someone with those and the 1-piece aluminum not experiencing any vibration issues. Since they only lower the rear 0.7" it sounds like it shouldn't be a problem.

 

A driveshaft is on my short list.....

 

Sent you a PM

BTW you should put your website link in your sig

 

Just picked her up with new Kooks, drive shaft, and other Cooltech goodies... Felt really good on a short stint to 80, SOUND is incredible! Will give it a good shake down tomorrow at the track!

 

Thanks for the info all.

 

Great, I was hoping you'll let Monica drive.

 

Well, Scott had sent me an email the other night to ask if we had any more testing of the aluminum driveshaft - other than my brief stint to 100 MPH. On Friday afternoon we installed another aluminum driveshaft into Apollo's 2012 Boss 302 LS. (Thanks to Apollo for coming out of his way to let install the driveshaft on Friday.) We really wanted to get this done because today (Saturday), Apollo spent the day at Willow Springs Raceway here in Southern California. This track has the nickname of "the fastest track in the West" because of the high speeds possible.

We are very happy to report that the diveshaft performed flawlessly in the Boss 302. No vibrations, no anomolies - just great performance at the track!! (FYI - Apollo also had us install the Kook's H-pipe back on Friday as well so he was also enjoying a 46lb weight savings from these two mods.)

Thanks Apollo!!

 

Sounds like I will give it a try I will be in touch shortly.