[SSE 4 2SS]

Originally Posted by CamaroCracka

Driveshaft will be fine.

I run roughly 800whp with slicks and a manual with a factory drive shaft.

This… I’ve not heard of any factory driveshaft failures other than reusing the “one time” use bolts. Random periods of vibration being traced to loose, broken, or missing bolts…

Originally Posted by acutron42

From what I have read here & also discussed with Andrew Cammer, deflection in the cradle will be your biggest enemy. Hard to say how long parts will live depending on how hard you are on them. I am upgrading to Hendrix solid bushings, DSS driveshaft & G-Force Renegade axles along with a Truetrac. It might be overkill but I plan on running the 1/8 quite a bit this summer on drag radials.

Interesting combination of items… !!!

I originally ran the solid cradle bushings, until I had the Peddars coilovers installed, and we used the Urethane bushings… We did note “hot spots” on the solid bushings after removing them. I honestly didn’t notice any driving difference between the two… I never broke an axle nor rubbed a driveshaft…

My car was lowered an inch, and this never created any issues for me, though I’ve heard others had different experiences… I believe lowering the car had an impact on those failures, but I have no personal proof one way or the other… .

Back to the interesting choice of parts, and maybe moto-mojo has an opinion, outside of the sales brochures…

I don’t remember specifically which was which, though I think DSS uses cut splines and G-Force used rolled splines. Way back when there was all manner of discussion about which was better… (cut or rolled)

I broke up many of the discussions with the simple statement, of how fortunate we were to have two great companies with stellar customer service, supporting this site and the Camaro performance market…

Having said all that, I chose DSS 9”, One piece aluminum DSS shaft, Strange Center Section, a Wave-trac diff, DSS axles (1400 hp) and rolled it up with a Street Slayer Clutch, from Thomas Hendrix (the triple carbon initially, and graduated to the quad carbon piece). To that point, we still had the guibo at the Trans…if memory serves… The final iteration ended up with 1350 yokes at both ends of a 4” one piece shaft built by Thrash in San Antonio… We needed it in a hurry… Got their measurement sheet, verified a couple items, took them the sheet, discussed the tight fit, (see above limiting the cradle movement) and they had my balanced 4” one piece shaft the next day… We had an event and couldn’t wait…

You’re running a DSS shaft, and the G-force axles… Are you on the stock SS pumpkin, or maybe a ZL1 diff…

Originally Posted by morepowerjoe

Yeah I have bmr poly subframe bushings, trailing arms, and toe rods. I also have new Ac Delco axles. But I just don't know.

I had the Peddars poly sub-frame and diff bushings, BMR adjustable trailing arms and toe rods as well… Quality pieces… I won’t mention the name, but my original aftermarket, (not BMR) trailing arms, right side, I “crushed” the webbing… Hit very hard off the clutch and standing on it at 200+ mph in 5th gear… That created a small, but noticeable crazy angle from side to side… We pulled out the tape, measured everything between passes, “borrowed a factory trailing arm from a friend at the event, and ordered the good stuff the following Monday…

Originally Posted by Moto-Mojo

This pains me because for 49 years I've been in - and now retired, from the driveshaft business. For decades we used u-joint series to spec HP, torque, angle, etc. (1310, 1350,1410, etc.) And tube dia. & length. But don't recall ever seeing a flex disk ('guibo') like our Camaros have being equated to a particular u-joint series. And they've been around a long time. Mercedes was using them in the 80's. But generally speaking, they're tough SOB's. Until they're not.

I'd have to believe a fudge factor was built into the stock shaft. But Cracka's must be getting out toward the limits. Roughly double the HP of the OE. Good to know they can handle it.

I mighta hit a guibo piece with ~~1100 RWHP, a couple of times, mostly on street (Goodyears) and a couple times on crinkle wall slicks… They are tough, and I’m hard headed, but it was time to move on… 1350 yokes on each end, one piece 4” shaft, maybe ~~40 inch shaft length… It’s been a long time and I’ve had three strokes since then… and a nap or three… We had the DSS/Strange center section, and an extended length trans output shaft housing… (no floating shifter) thus the shaft was shorter… Well over 2k hp, and never an issue…

Originally Posted by Moto-Mojo

There may have been - and even intended to be, a stress riser at the spline end. For decades we told customers that the driveshaft was the "fuse" in the drivetrain. Tubing was spec'd and actually intended to twist and or break before trans and diffs were destroyed. It didn't always work out that way though!

I can testify… We broke many a trans, though I was fortunate not to shell the diff… A friend wanted it for his G8 I think, I could be remembering the wrong car… Though once he told me he wanted it, I never hammered on the car again until that diff was out and my DSS unit was in…

Originally Posted by morepowerjoe

I've heard that auto's are easier on the drive train but don't know really how true that is. I actually have a second set of new Ac Delco axles just sitting in the garage.

Everything I’ve ever heard, point and shoot cars (autos) are much easier on the entire driveline than the ham footed meat heads operating the manual trannys like I did…

I twisted a 300M output shaft… (Dead hook on slicks at 6000 rpm at Indy) builder of said shaft said it couldn’t be twisted… I got pictures… He wanted the whole trans back…He even paid return shipping after seeing the output shaft image…His autopsy was a mess to say the least… Not only was the output shaft twisted, the main shaft and various parts inside the trans were so twisted , he couldn’t get the forged gears off the shafts, (I went 200+ mph a few months later with that same trans, before the noted shaft twist, only pulling it out after hurting the motor at the mile, which was when we found the twisted shaft) so I had to purchase an entire new trans. All the gears were forged except 6th and reverse… Shafts, all forged… etc etc etc… Never hurt that one…