The new Carbon Fiber shaft is15.5lbs!!!!

We have finally released the new carbon shafts with our innovative "Bond Technology" call for more info about this. It's a company secret and were not going to tell the other driveshaft manufacturers what we now know, and they apparently do not.

At Hendrix Engineering, we have been working with Carbon Fiber for a few a while now. We are using our new 9500Rpm actual speed balancer to be able to bring the Carbon shafts into production, and make sure they are the best balanced and manufactured shafts available. We have done several "test" shafts, and we are officially ready for production.

This is a 3-3/8'' Carbon Fiber Shaft with a special 30 spline ends; the same spline as a Viper T56 output (not the standard 28 spline). This custom lightened Porsche style 930 joint is custom made with High quality aerospace grade proprietary material. It's a modified 300m, which is about 15% stronger. We have performed destructive testing on all parts to ensure its ability to endure the punishment of this beloved platform. The u-joint and flange failed at 30% higher than the rated tube specifications, so we know that the bond it superior. We test all of our parts in a lab before sending them out to you to ensure that only the highest quality parts make it out to our customers.

A lot of people have been asking, "Those billet drive shaft couplers don't make vibrations?" Our answer to that question is: No not at all! The way we designed the pins to stick out of the trans and diff show just how straight it can be. The pins are ground with the bearing surfaces on the trans and diff. If you remove this pin for any reason and have a problem, you can't go back to stock or our verified system. It is an exact center line. The billet plates are machined on center, and the flanges mount at a larger diameter and pilot, making it better than any u-bolt style yoke. We have recently done extensive testing with our new balancing machine with Roush/Fenway on a vibration problem NASCAR has been having. If you have ever seen a race team set up a rear end, then you know that they use a ball mount that sits where the u-joint mounts to check the run out on the pinion yoke. All yokes have run out. They check them to make sure they are not beyond tolerance, and yes, quite a few are. With the plate and flange, we have been able to get a more concentric center line. In fact, when we tooled up the new balancer, which spins 9500rpm, we ended up using flanges instead of yokes. This is because each time the yoke was taken off and remounted, it was not in tolerance for the balancer (centering on the splines). The flanges hold true no matter how many times they are re-mounted. Roush took a few flange samples with them to make pinion mounts for the flanges.....

Our billet plates use longer bolts with a back up nut to ensure the bolt never comes loose. also the highest grade bolt is used to make sure that they will never break or come loose. I'm sure that not all are made this way, but it shows our commitment to part excellence, which is backed up by real world testing; not by simply being put in a car and claiming that it works. Our shafts are balanced with the billet parts attached. Every CV shaft will have to use this type of billet parts for the CV end,so claiming its not good would be misleading to those who are unaware of how shafts mount. take a look at our billet mounts, they're lighter and race proven in many record setting cars. If you purchase This shaft, you will even see balance drill marks on the billet mounting plates. Trust us when we say, "Don't go for the "never had a problem" shaft. We ensure you will not!"