DSS 15 Mustang GT Manual w/ 07-12 GT500 TR6060 6sp (4 Bolt Trans Flange) 3.8in Carbon 1pc Driveshaft

Now available for the 2015+ GT with the GT-500 TR-6060 conversion! So the 2015-17 Mustang now has an independent rear suspension (IRS) and the driveshaft is a little different than the S197 cars. Although the factory one is still a 2 piece shaft, they are different in configuration. Automatically uses a 4-bolt flange on the back of the trans (DSS will be using the new Forged Aluminum 1350 flange for this) but the Manual's (all of them) have a Guibo. What is a Guibo? its a rubber doughnut coupler like ones used in most European cars. They're put on to make the drivetrain smoother and softer. But let's face it, soft in a performance car as well, kinda soft. What we have done is make a billet plate to eliminate the Guibo, then changed that end to a nice 1350 solid Spicer u-joint. The end is pulse welded to the tube on the aluminum shaft and then a 6-bolt CV just like the factory one. Why does DSS use the CV and not a slider like from a 4x4? The reason is that DSS high-speed balances their driveshafts and found out years ago that the CV is more stable and less likely to have Harmonic issues. Also, the CV will have a much higher critical speed than a male/female slider.

We here at DSS have become a leading force in using CV's on Driveshafts in the aftermarket and have come a long way with how they are made and used. What's great about this car being IRS is that there are no issues with angles, adjustable arms or ride height issues that can affect the drivetrain. The Carbon fiber driveshaft will give more of a torsional twist but without the harmful reverse snap given from steel. The aluminum is about halfway between steel and carbon fiber. This will not only reduce harmonics but also help with 60ft times (aluminum will also be superior over the stock steel 2 pieces). And the ends are either Billet or Forged, we never use inexpensive cast parts in our shafts.