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2015+ Shelby GT350 Mustang
Magnum XL swap ?
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<blockquote data-quote="ANGREY" data-source="post: 16489851" data-attributes="member: 188865"><p>Some interesting things I'm discovering:</p><p></p><p>1) I bought a 300 lb digital weight scale. I have plans to weigh the dry trans, cross member, shifter and driveshaft (all together) and compare from the 3160 to the Magnum. I had first initially thought the weight difference would be significant, but I'm anticipating it to be not as bad as I'd thought, here's why:</p><p></p><p>The 3160 has nearly 13 lbs of "weights" attached for dampers. So whatever the case and integral housing weigh, the 3160 is using a 13 lb handicap.</p><p>The Remote shifter (especially the MGW) weighs a good bit (compared to the Magnum direct mount).</p><p>The cross member probably isn't a serious movement either way</p><p>The Driveshaft (OEM) weighs a shit ton and the Magnum DS, just by it's very nature of being shorter, weighs less, especially when you consider that most people are going to buy an Aluminum or CF shaft for the conversion. The OEM DS isn't just heavier because it's steel, it has an extra joint and supporting bracket with it.</p><p></p><p>2) Interestingly, I've been going through a unique exercise in utilizing the QA-1 driveshaft for the conversion. QA-1 makes a DS, but it's only sold through ModernDriveline (who has a proprietary Sonnax adapter, which like the other shafts, eliminates the rear CV, but doesn't utilize an adapter plate). From QA-1 I've verified that the critical speed is beyond 200 mph. The tech requested a calculation from the engineers but in the interim, he was very confident the car would be fine up to 200 mph (given the 36" length and 3.2" CF shaft and joints).</p><p></p><p>As you've probably read in blurry details, the reason Ford opted for a 2 piece DS was the excessive length (with the stubby 3160) and the critical speed beyond 160 mph. There's speculation that they either couldn't get the critical speed necessary out of the length of a CF shaft, OR it was going to be cost prohibitive.</p><p></p><p>The good news is, along with the anticipated extra weight of an XL tailshaft, the reduced DS length corresponds to a much improved critical speed capacity (and essentially eliminates the need for multiple joints/CV joints).</p></blockquote><p></p>
[QUOTE="ANGREY, post: 16489851, member: 188865"] Some interesting things I'm discovering: 1) I bought a 300 lb digital weight scale. I have plans to weigh the dry trans, cross member, shifter and driveshaft (all together) and compare from the 3160 to the Magnum. I had first initially thought the weight difference would be significant, but I'm anticipating it to be not as bad as I'd thought, here's why: The 3160 has nearly 13 lbs of "weights" attached for dampers. So whatever the case and integral housing weigh, the 3160 is using a 13 lb handicap. The Remote shifter (especially the MGW) weighs a good bit (compared to the Magnum direct mount). The cross member probably isn't a serious movement either way The Driveshaft (OEM) weighs a shit ton and the Magnum DS, just by it's very nature of being shorter, weighs less, especially when you consider that most people are going to buy an Aluminum or CF shaft for the conversion. The OEM DS isn't just heavier because it's steel, it has an extra joint and supporting bracket with it. 2) Interestingly, I've been going through a unique exercise in utilizing the QA-1 driveshaft for the conversion. QA-1 makes a DS, but it's only sold through ModernDriveline (who has a proprietary Sonnax adapter, which like the other shafts, eliminates the rear CV, but doesn't utilize an adapter plate). From QA-1 I've verified that the critical speed is beyond 200 mph. The tech requested a calculation from the engineers but in the interim, he was very confident the car would be fine up to 200 mph (given the 36" length and 3.2" CF shaft and joints). As you've probably read in blurry details, the reason Ford opted for a 2 piece DS was the excessive length (with the stubby 3160) and the critical speed beyond 160 mph. There's speculation that they either couldn't get the critical speed necessary out of the length of a CF shaft, OR it was going to be cost prohibitive. The good news is, along with the anticipated extra weight of an XL tailshaft, the reduced DS length corresponds to a much improved critical speed capacity (and essentially eliminates the need for multiple joints/CV joints). [/QUOTE]
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Magnum XL swap ?
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