Camaro V8 Automatic 3-3-8″ DDS Carbon Fiber Driveshaft

We have released our new carbon shafts with our “new Bond Technology” call for more info about this, its a company secret and were not going to tell the other driveshaft manufacturers what we now know and they don’t.

Carbon Fiber shaft is 24 lbs

We have been working with Carbon fiber for a few months here at DSS, we actually have been waiting for our new 9500Rpm actual speed balancer to be able to not only bring the Carbon shafts into production, but also make sure they are the best balanced and manufactured shafts available. We have done several “test” shafts and will be ready to go into production in the very near future with this shaft. it will be a 3-3/8” carbon shaft with a special 30 spline ends (same spline as a Viper T56 output and not the standard 28 spline) This custom lightened Porsche style 930 joint is custom made with High grade aerospace grade proprietary material (its a modified 300m from a 475 year old mill in Sweden and about 15% stronger) we have finished destructive testing on all parts to ensure its ability to endure the punishment of this platform.

please look at the destructive testing results below, the u-joint and flange failed at 30% higher that the rated tube specifications so we know the bond it superior. DSS tests its parts in a lab before sending them out to you.

There seems to be a debate on a yoke VS a billet plate, here is our take on this. This is what was posted to a question about it on another Forum

those billet drive shaft couplers don’t make vibrations???

No not at all, in fact the way the pins stick out of the trans and diff show just how straight it can be. The pins are ground with the bearing surfaces on the trans and diff (if you remove this pin for any reason and have a problem you cant go back to stock or our verified system) so its an exact center line. the billet plates are machined on center and the flanges mount at a larger diameter and pilot making it better than any u-bolt style yoke. We have recently done extensive testing with our new balancing machine with Roush/Fenway on a vibration problem NASCAR has been having. If you have ever seen a race team set up a rear end they use a ball mount that sits where the u-joint mounts to check the run out on The pinion yoke, all yokes have run out. They check them to make sure they are not beyond tolerance (and quite a few are) with the plate and flange we have been able to get a more concentric center line, in fact when we tooled up the new balancer (spins 9500rpm) we ended up using flanges instead of yokes because each time the yoke was taken off and remounted it was not with in tolerance for the balancer (centering on the splines). The flanges hold true no matter how many times they are re-mounted. Roush took a few flange samples with them to make pinion mounts for the flanges…..

This is a picture of another company’s billet part (see website for this), i’m not sure who’s part is is but i see a few things that make it bad. The bum rap from most parts is a company not knowing what there doing and trying to make products with out understanding how to keep proper center lines. We 1st measured the thickness at 6-12-3-9 o’clock they have different measurements. the other thing i noticed is they are not turning the outer diameter, this is what you reference all measurements from and should be concentric. That one in the picture was supposed to be brand new also. there is so many banged up ends i would have been afraid to use it in the balancer (the reason it was sent in) our billet plates use longer bolts with a back up nut to ensure the bolt never comes loose. also the highest grade bolt is used to make sure a bolt will never break (or come loose) see the attached picture