The billet tube ends are similar to the Ford 9-inch design and retain the axle without the use of C-clips. These ends are welded on and utilize a tapered roller bearing. DTS uses the tapered roller bearings because the bearing presses into itself when cornering. This is beneficial to bearing longevity, and it also prevents leaks.
The assembly is set in a jig....
The assembly is set in a jig. The bar is then pushed through to set the axle-tube alignment.
Once the axle tubes have been straightened and welded, support trusses are welded/bolted on. These are optional and should be considered if clutch drops loom in your future, as they further prevent the axle tubes from twisting or flexing.
With the DTS billet ends installed, the housing is then painted before the differential is dropped in. For our application, DTS used an Eaton Posi unit, which has been modified to accept DTS' forged spider gears for use with 33-spline axles. Mark Williams built the 33-spline axles that employ pressed-on wheel bearings to be used with the billet ends.
The Pro 5.0 3.55:1 ring-and-pinion set had been in our 8.8 only a few months, so we opted to reuse it. We also had DTS install a TA Performance main support cover, which it can offer to you as well.
Once the axle tubes are straight...
Once the axle tubes are straight as an arrow and welded, DTS adds its billet ends and trusses.
To constrain our new axle, we contacted UPR Products for a set of new control arms. After mentioning our car's horsepower level, UPR sales associate and racer extra-ordinaire Jeremy Martorella recommended the company's Pro Series arms, which use aluminum and spherical rod-end bushings. He also sent us a set of UPR's urethane-bushed chrome-moly control arms, should the Pro Series pieces become too noisy for our street machine.
In addition, we ordered a set of UPR's Max-Cross subframe connectors, as our Pony was long overdue for a set, especially since we don't intend to put a rollbar in the car just yet.
Not all 8.8s are created equal, and if you're as horsepower hungry as we are, consider getting a quality-built piece such as the one we received from DTS. It's the only way you'll be sure to get all the enjoyment your high-horsepower Mustang can provide. Check out the captions to see what's involved in installing a high-performance back half for your blower.
The billet axle end works...
The billet axle end works similarly to the Ford 9-inch end in the way it retains the axleshafts without C-clips. DTS produces these on site using the 8.8 bolt pattern.
The 8.8 rears are notorious...
The 8.8 rears are notorious for twisting the axle tubes, so DTS offers these axle-tube trusses for severe-duty applications. They may cause interference with the tailpipes, as is the case with our car. We may try a different after-cat or just have custom tailpipes made.
The ring gear is drawn onto...
The ring gear is drawn onto the carrier.
While DTS offers a number...
While DTS offers a number of differential types, the Eaton Posi is its limited slip of choice. As good as the Eaton Posi is, DTS believes any limited slip is the weak link of this entire assembly. For applications where more than 500-600 hp is expected, a locker or spool should be used, but they are not practical on street cars.
The roller bearings are pressed...
The roller bearings are pressed on to the new 33-spline axles.
The main caps are torqued...
The main caps are torqued to the factory-recommended specifications.