A Dynamic Solution
Since we're going bolt-on crazy trying to squeeze as much e.t. out of this NA Coyote as possible (without going overboard), a lightweight driveshaft swap was a must. And when it comes to carbon-fiber units for the '11-up Stangs, The Driveshaft Shop knows a thing or two. It manufactures shafts in aluminum, steel, chromoly, and carbon fiber, and has been doing it over 30 years.
We chose carbon fiber for this build and took a behind-the-scenes look at how a carbon fiber driveshaft is made, being curious. The raw carbon-fiber tubing is cut to length, bonded to the billet ends (one end is a CV joint), and balanced at over 9,000 rpm, ensuring no vibration issues. We opted for the off-the-shelf shaft for our application (PN FDSH23-C-CV1; $1,249.99), but the company will build you a custom shaft for your street or race car.
The Driveshaft Shop’s dynamic balancer spins the shaft at over 9,000 rpm to ensure its shafts will not cause a vibration.
Builder Matt Hayes is seen here cutting the carbon-fiber tubing to size for our driveshaft.
Here are the billet-aluminum ends that bond to the shaft with a high-tensile bonding agent.
After spinning on the balancer, Hayes installed the required weights to balance our carbon-fiber driveshaft.
12. Lakewood Industries supplied its 70/30 struts and 50/50 shocks to help improve our 60-foot times. The struts (PN 40517) run $179.95 each, and the shocks (PN 40305) will set you back $64.95 each. The installation also required the Ford Racing upper strut mounts (PN M-18183-C; $159).
13. Hood swapped the stock springs onto the struts and installed the assemblies.
14. He also removed the stock shocks and replaced them with the Lakewood pieces, which are direct bolt-ins.
15. Lakewood also sent us its rear upper control arm (PN 20705; $115.95), double-adjustable rear lower control arms (PN 20105; $295.95), and adjustable Panhard bar and brace kit (PN 20405; $239.95).
16. Hood adjusted the control arms to stock length and installed using factory hardware.
17. Chip Khan then installed the Panhard bar, which was also set to stock length.
18. LatemodelRestoration.com sent over its new SVE wheel and tire kit (PN WTK-1007S4653D; $1,589.99). They are available in dark stainless, black, and chrome. We chose dark stainless. The ultra-light drag wheels are wrapped in 185/55-17 Racemaster tires on the front and Mickey Thompson 275/60-15 drag radials on the rear.
19. Here’s a shot of the fronts installed. They clear the stock GT brakes, both front and rear, except Brembos.
With tuning handled by JMS Chip & Performance’s own Monty Johnson using SCT software, the GT laid down 433 rwhp and 353 lb-ft of torque on the dyno. Not bad, considering it’s an automatic and is now equipped with a loose converter—a ton of fun on the street, for sure.
At the track, the weather wasn’t favorable since it was hot and muggy. Still, our NA GT was still able to pull off an 11.28 at 117.78 mph with a much-improved 1.52 60-foot. With better weather, 10s aren’t out of the question. Not bad for an NA automatic GT!