First I want to thank David and Robert at Shaftmasters.
I was fortunate enough to test the first 1 piece aluminum driveshaft they have made for the MKIII.
Last Saturday, (Nov 17th) I headed down to the Detroit area to meet up with David at a local performance shop/dyno. (Pande's Performance)
The plan was to run some before and after #'s with the new driveshaft, then go for a drive to make sure there were no issues.
We did three pulls on the dyno with the stock driveshaft, results were Max 283Ft/lbs 251HP. The torque curve was interesting, or lack of, you can see it in the pictures.
Then we put her up on the hoist so David could take some measurements. Popped the old clunker 2 piece driveshaft out and David was off to his shop with his measurements.
He arrived back not much longer with the new one piece driveshaft. Driveshaft Impressions: The visual appeal is quite impressive, something you have to see to appreciate. David said the weight came in at 11.5lbs, a 20.5lb drop over stock
The welds are very nice as you can see in the pictures.
Fitment was right on, had it in, on the ground and back on the dyno in about 15 minutes.
After another 3 pulls on the dyno with the new unit, results were Max 286Ft/lbs 252HP. While not an extraordinary difference, gaining 3ft/lbs is respectable. The pulls were from 2500RPM - 5000RPM in 4th gear. I would expect the low end #'s to see the most difference as the lighter shaft is easier to get spinning initially.
David and I then took a spin to make sure there were no issues with the shaft. The car felt more nimble from a standstill and accelerated smoother. Initially I had doubts about vibrations with a one piece. But after jumping on the freeway for a bit I was happy with the results. Absolutely no vibrations from 0-90MPH. I actually noticed less vibration vs. stock, this is most likely due to the age of the shaft, center bearing and u-joints.
We came back to the dyno and picked up the printouts Pande had for us.
Then I had to head back to MSU to pick up my G.F. from the game.
All in all they deliver an excellent product and a pleasure to work with.
Now for the pictures everyone is waiting for.
Technical Specs:
Shaft is made with Alcoa 6061 T-6. 3" OD .125" Wall Thickness
There is a foam insert the entire length of the shaft for sound deadening.
Transmission and Flange Yolks are made by Dana/Spicer.
U-Joints are made by NEAPCO, caps and clips are coated to prevent corrosion.
Critical Speed Information:
87' Turbo Manual Trans
Tube Length: 40in
Material: Alcoa 6061 T-6
OD: 3"
Thickness: 0.125"
Modulus: 10.0mpsi
Density: 0.098lb/in3
Results:
Tube Weight: 4.426lb
Critical Speed: 11,863RPM
1/2 Critical Speed: 5,932RPM
Torsional Yield: 1,990lb/ft
I was fortunate enough to test the first 1 piece aluminum driveshaft they have made for the MKIII.
Last Saturday, (Nov 17th) I headed down to the Detroit area to meet up with David at a local performance shop/dyno. (Pande's Performance)
The plan was to run some before and after #'s with the new driveshaft, then go for a drive to make sure there were no issues.
We did three pulls on the dyno with the stock driveshaft, results were Max 283Ft/lbs 251HP. The torque curve was interesting, or lack of, you can see it in the pictures.
Then we put her up on the hoist so David could take some measurements. Popped the old clunker 2 piece driveshaft out and David was off to his shop with his measurements.
He arrived back not much longer with the new one piece driveshaft. Driveshaft Impressions: The visual appeal is quite impressive, something you have to see to appreciate. David said the weight came in at 11.5lbs, a 20.5lb drop over stock
The welds are very nice as you can see in the pictures.Fitment was right on, had it in, on the ground and back on the dyno in about 15 minutes.
After another 3 pulls on the dyno with the new unit, results were Max 286Ft/lbs 252HP. While not an extraordinary difference, gaining 3ft/lbs is respectable. The pulls were from 2500RPM - 5000RPM in 4th gear. I would expect the low end #'s to see the most difference as the lighter shaft is easier to get spinning initially.
David and I then took a spin to make sure there were no issues with the shaft. The car felt more nimble from a standstill and accelerated smoother. Initially I had doubts about vibrations with a one piece. But after jumping on the freeway for a bit I was happy with the results. Absolutely no vibrations from 0-90MPH. I actually noticed less vibration vs. stock, this is most likely due to the age of the shaft, center bearing and u-joints.
We came back to the dyno and picked up the printouts Pande had for us.
Then I had to head back to MSU to pick up my G.F. from the game.
All in all they deliver an excellent product and a pleasure to work with.
Now for the pictures everyone is waiting for.
Technical Specs:
Shaft is made with Alcoa 6061 T-6. 3" OD .125" Wall Thickness
There is a foam insert the entire length of the shaft for sound deadening.
Transmission and Flange Yolks are made by Dana/Spicer.
U-Joints are made by NEAPCO, caps and clips are coated to prevent corrosion.
Critical Speed Information:
87' Turbo Manual Trans
Tube Length: 40in
Material: Alcoa 6061 T-6
OD: 3"
Thickness: 0.125"
Modulus: 10.0mpsi
Density: 0.098lb/in3
Results:
Tube Weight: 4.426lb
Critical Speed: 11,863RPM
1/2 Critical Speed: 5,932RPM
Torsional Yield: 1,990lb/ft
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