2004-2006 Pontiac GTO RWD/2WD Upgraded 1 Piece Aluminum HD Driveshaft 800-1,100HP with Rear Flange Conversion

Made to Order 1 Week To Build and ship 

2004 - 2006 Pontiac GTO. Replacing your stock weak two-piece GTO driveshaft with the one piece ECD GTO Aluminum Driveshaft is one of the best modifications you can perform to the '04-06 GTO. You will enjoy smoother shifts, less rotating mass for more horsepower to the rear wheels, and better throttle response. This single modification gives you both greater reliability and performance.

The ECD GTO Aluminum Driveshaft 800HP features a dual pattern differential flange that will work for both auto and manual transmissions. The driveshaft bolts to the factory rear pinion yoke. It is ready to install out of the box. Simply grind the rear seat belt bolt that interferes with the driveshaft. You will remove you junky two-piece GM driveshaft and replace slide this beauty in place. This project is easily accomplished with basic hand tools. Your only question will be why you didn't do it sooner.

We rated our HD Drag Aluminum driveshaft at 800 HP in a track scenario. This will be the most popular version of the shaft for high performance street cars. The Insane HD Drag (1,100HP) rating shaft is for high performance drivers using a sticky tire at the race track. If you're running a street tire (non-DOT drag radial), this shaft will be your selection.

Features: HD Drag Shaft

• Drag Shaft Horsepower Rating 800hp
• Tube Wall Thickness 0.125"
• Tube Finish - Natural (Polished shown in pictures)
• Critical Speed Rating - 160mph or 7,800rpm
• Includes: Balanced Driveshaft, Installation Hardware - 12.9 Grade, Thread Locker

Features: Insane HD Drag Shaft

• Drag Shaft Horsepower Rating 1,100hp
• Tube Wall Thickness 0.125"
• Tube Finish - Polished
• Yoke - Forged Chromly 27 or 31 spline
• Critical Speed Rating - 160mph or 7,800rpm
• Includes: Balanced Driveshaft, Installation Hardware - 12.9 Grade, Thread Locker

Inventory Notes -

• Stock 27 spline shafts are usually in stock or very short lead times.
• 31 Spline shafts are built to order. Allow an average of 1 week for fabrication.

OE SHAFT USES NOSES BUSHING AT BOTH FRONT & REAR. THE OE SHAFTS ACTUALLY HAVE AN INVERTED FRONT THAT HAS THE PIN ON THE TRI-PRONG TUBE YOKE RATHER THAN ON THE TRANSMISSION. ON THE GTO'S THE TRANS YOKE IS NOT FIXED. IT SLIPS AND ATTACHES TO A FLEX DISC. THE TRANS YOKE IS WHAT ACCEPTS THE NOSE BUSHING. WE CONVERT THIS INVERTED FRONT TRANSMISSION YOKE INTO A 1310 UJOINT WITH A STANDARD TRANS YOKE AND WELD YOKE. WE ALSO CONVERT THE STAKED UNIVERSAL JOINT IN THE CENTER OF THE 2PC SHAFT TO A FIXED 1310 END YOKE WITH STRAPS. THE REAR IS AN ORIGINAL STYLE TRI-PRONG. REBUILDING THE ORIGINAL SHAFT NOT ONLY REQUIRES SPECIAL TOOLING, BUT HAS PROVEN TO BE A VERY DIFFICULT AND NON-CONFIRMING AFTERMARKET SOLUTION. ECD HAS CHOSEN TO ELIMINATE THE FRONT RUBBER COUPLER AND REPLACE IT WITH A 1310 UNIVERSAL JOINT. THE COUPLER AT THE REAR END OF THE ASSEMBLY IS STILL USED ON OUR SHAFT TO ELIMINATE THE USE OF ADAPTERS AND ALSO TO KEEP THE DAMPENING CHARACTERISTICS IT PROVIDES FOR THE REAR AXLE. 1PC ALUMINUM SHAFTS HAVE BEEN OFFERED AFTERMARKET. PTI HAS EVEN EXPERIMENTED WITH THIS AS AN EASY SOLUTION/ UPGRADE. MIXED REVIEWS INCLUDING HARMONICS AND HIGH SPEED VIBRATIONS HAS PUSHED US TOWARDS ONLY OFFERING THE 2PC 1310 SHAFT.