05CTSV

iTrader: (16)

I tried that and I still had the same vibration. I fiddled with it some more last night and thought I got it figured out, but it's still doing it. Seems like mine will be getting sent back to DSS for balancing or maybe trade up for a one piece if that's possible.

ls1247

iTrader: (2)

We haven't heard any opinions about this. Could a horizontal misalignment cause these vibration issues?

BudRacing

iTrader: (3)

It makes sense, but where would there be adjustment laterally? Have you checked those angles?

ls1247

iTrader: (2)

The motor mounts are pretty firmly located but there is a little wiggle room on the transmission crossmember. Probably a little movement on the rear cradle mounts to.

I haven't checked mine as of yet, still deciding which way to go with the driveshaft. But if I spend a grand or more on a driveshaft ill be disappointed if it still vibrates. Just looking for answers.

BudRacing

iTrader: (3)

I agree that spending a grand on a DS is disheartening, but getting rid of the carrier bearing will give you the adjustability to get rid of the vibes. It may take some fine tuning once installed. I wouldn't expect a part like that to be a bolt and go part, but I know you're experienced enough not to expect that either.

ls1247

iTrader: (2)

i value all opinions but i think i lean a little more in this direction. guess its coming down to simplicity versus flexibility and for what i'll be doing, flexibility will probably win out.

Driveshaft Shop

with the CV in the front (and can be on both ends if needed) the angles will not be an issue.

ls1247

iTrader: (2)

How do you know if you need cv's front and rear and is there a downside having 2 cv's?

Also, have you sold any 8.8 adapters??

Thanks!

ls1247

iTrader: (2)

Kinda looks like a dual cv, carbon fiber 1 piece is the best way to go if you can pony up the extra dollars for it...

reasons?

1 - haven't heard any complaints about it.

2 - high critical speed.

3- tendency to act as a driveline "cushion" - some have argued that this isn't happening but many drag racers swear by a CF driveshafts ability to help minimize driveline destruciton.

4 - lack of complication

5 - increase in performance. Some will argue this as well but from my own personal experience, taking weight out of the driveshaft has made cars I've owned more responsive.

After researching it a good bit, I came to the conclusion that the reason caddy put a 2 piece in it to begin with were strictly economic. Because of a heavy driveshafts tendency to "whip" (which causes vibrations), it seems (IMHO) that the factory steel unit was built in 2 pieces to compensate for that....I can't find any other reason for it. From reports here of how light the tube section of a CF shaft is, there just really isn't enough mass to cause this whipping effect and therefore, the carbon shafts are smooth.

Beyond that, we need look no further than the Mustang for a little real world lesson in driveshaft usage. The factory shaft in the lesser Mustangs is a 2 piece steel unit but the GT500 gets a carbon one piece from the factory which tells me that material is more critical than length when it comes to the 1 piece, 2 piece debate. The GTO community also seems to have a love affair going with the CF shaft offered by G-force...too bad they don't offer a cts-v shaft and give DSS a little competition on this!

Heres a link to the gt500 shaft...www.youtube.com/watch?v=2Vb0HaGq8Ck

So I went ebay shopping and found the DSS CF V1 shaft for 1349 but its a little unclear whether its a 1 or 2 cv joint shaft. Called the driveshaft shop and gave them the part number listed in the ebay add and they said that was a part number for a 1 cv shaft but it has been superceded to a new part number, GMCTS-C-2 and that all CF shafts made from now on will be the 2 cv shafts. He also said that the chnaces that the ebay vendor has a 1 cv shaft in stock is next to impossible. This is good news with the number of complaints about driveline vibrations in this car, it seems the dual cv shaft is going to be the way to go to accommodate any and all driveline angle challenges this car may have, both vertical and horizontal....

http://www.ebay.com/itm/Driveshaft-Shop-Gmcts1-C-Carbon-Fiber-1-Piece-Cv-Driveshaft-fit-Cadillac-CTS-V-/380820247172?pt=Motors_Car_Truck_Parts_Accessories&hash=item58aaa7d284&vxp=mtr
I would much rather deal straight with the manufacturer on something like this but over the phone, they won't match the 1349 price shown above and holding at 1499 - ouch! I was advised to send the owner an email begging for the discount so I'm doing that now....

any interest in a small group buy on this??

Driveshaft Shop

shoot me a PM

Fweasel

iTrader: (6)

DSS offers a forum discount. They should be able to match or beat that eBay price.

ls1247

iTrader: (2)

They were very helpful on the phone and I understand how vendor relationships can be. We'll see!

Bio248

well hopefully the single peice aluminum one works fine because i've got one on order, heh.

Becker

iTrader: (4)

I have felt the difference between a stock DS and a DSS 2 CV Carbon Fiber shaft...I enjoyed the response much better for sure...

lsx vette

in for info on this ..im having the same vibrating issues.. car ran 100% perfect the day before i swaped to the carbon 1 peice

ls1247

iTrader: (2)

Does your CF shaft have 2 cvs or just one. Is this a DSS shaft in a CTS-V?

Driveshaft Shop

we can do it either way, what set up do you have

ls1247

iTrader: (2)

Why wouldn't you go with Cv joints at both ends of the driveshaft to insure that driveline alignment isn't an issue?

Driveshaft Shop

On certain ones we do, it all depends on the application. with the stock diff we make it this way.

ls1247

iTrader: (2)

After a week on the road with work, I'm at the office and bored so I kept digging for answers because I want my Cadillac to be as smooth as the 25 year old MR2 it's replacing. After seeing post like the one lsx vette posted yesterday, you begin to wonder.

So it looks like we aren't the only ones with driveline vibrations in IRS equipped cars. I attached a pic of a balancing solution posed by some Ford guys who went with a PST carbon shaft in their 03 Cobra....worked for them.

If you read the article, they were able to pinpoint runout to 1 thousandths of an inch in their driveline centerlines. You can see where they measured with a dial indicator but I'm not sure I could get down to a margin of error as tight as they say their runouts are.....Because I don't want this to drag out once I install my new driveshaft, I'm going to attempt to measure the runouts on the trans ouput shaft and the diff input shaft and then mark the highest points on them so that if I have vibrations after installing what I believe will be a well balanced driveshaft, i can start adding counterweights like these guys did.

http://www.mustangandfords.com/parts...reduction-kit/

You could drive yourself crazy trying to balance the driveline (not the drivesahft) using washers under the pinion bolts but you're not compensating for a driveshaft that's out of balance, you're compensating for the fact that the output shaft in the transmission and the input shaft in the diff aren't perfectly straight. From what they are saying, this wasn't an issue in solid axle cars because of all the movement going on but i guess when you solidly mount all this stuff, it becomes a problem.

WTF!