- Removed transmission output flange damper
- Installed Bob’s Auto Sports remote axle reservoir
- Installed DSS 3.25” Carbon Fiber driveshaft with direct fit CV
- Installed GiroDisc 2-piece front and rear brake rotors with Hawk HPS pads
- Installed custom Moser M88 rearend with the following options:
33 Spline bolt-in axles with ABS
Sealed axle ball bearing
Eaton Truetrac differential
Richmond Gear 3.55 ring and pinion set
Lucas Oil 85W-140 Plus HD gear oil
7/16" x 20 x 1 3/4" (.480" Knurl/ Disc Brake Stud)
Adjustable Lower Control Arm Mounts
Semi-gloss black powder coat
- Installed OEM 2013-14 rear upper control arm bushing part# DR3Z-5A638-A
The transmission output flange damper removal required use of a hydraulic press. This is NOT something you can do in your garage with a vice, hammer, and punch. The removal had no negative effects; the drivetrain feels lighter and is rotationally smoother when paired with a carbon fiber driveshaft.
I did have to clearance the mounting brackets of the Bob’s Auto Sports remote axle reservoir to fit around my BMR UCA mount welds. The axle vent to reservoir inlet hose routing took some thought to make it long enough to support full axle droop to full compression with clearance around moving parts and hot exhaust pipes.
The carbon fiber driveshaft was mostly purchased as “bling” to go with my other suspension mods since I already had a DSS 1-piece aluminum driveshaft, but it was also planned insurance to dampen a potential increase in NVH due to removal of the transmission output flange damper and OEM rear axle dampers. Minor drivetrain vibrations that I previously had around 70mph are now nonexistent.
The GiroDisc rotors with Hawk HPS pads feel like they have track glue on them after initial bed in and seem to only get better as more material is transferred onto the rotors from the pads.
The Moser M88 rear axle upgrade is a quality piece! My differential came with a spherical upper control arm bearing pre-installed, and I already have spherical bearing rod end lower control arms, so I replaced the upper bushing with a new 2013-14 GT500 OEM rubber bushing since I didn’t know what additional NVH from the new components I would be subjected to. I previously had a poly bushing in this location that performed well, and I would consider using it again in the future. As somewhat expected, the 3.55 gears are singing (like a turbine) between 50-55mph, but it seems to be diminishing as I put more miles on the fresh components, or I am getting used to it; but nothing stereo volume won’t squelch. Additionally, I elected to replace all the OEM hardware as recommended by Ford. The rearend is mostly a bolt-on installation, but the following items were noteworthy during my installation:
- I ordered the Moser Performance aluminum cover/girdle support, but it contacted the panhard bar in the stock location on my car. I had to re-install my Ford Racing low-profile aluminum cover/girdle support which has adequate clearance.
- New M88 rear axle does not have jounce bumper (bump stop) mounts.
- Passenger side brake anti-moan bracket was a very tight fit, but I didn’t have to grind anything.
- Rear brake rotor shields had to be trimmed with tin snips to fit around the axle retainers.
- Panhard bar mount on new rear axle is different than OEM location and requires an adjustable panhard bar, which I already had.
- The Bob’s Auto Sports axle reservoir has enough clearance, but you need to get creative with hose routing around moving parts and exhaust.
- Pinion angle did not change. I do still need to check thrust angle, but it looks unchanged and the car tracks straight.
Years in the making, I am glad to finally rid my car of “rusty butt”. In my opinion, 3.55 gears with a 27” diameter rear tire is the perfect combination for a 2007-10 GT500 street/sport touring car. I have not fully tested the Truetrac’s torque biasing capabilities, but I will once warmer temps promote better traction. I am very pleased with my winter mods and the way they complement other extensive modifications on my car, ultimately making it more fun to drive!
- Installed Bob’s Auto Sports remote axle reservoir
- Installed DSS 3.25” Carbon Fiber driveshaft with direct fit CV
- Installed GiroDisc 2-piece front and rear brake rotors with Hawk HPS pads
- Installed custom Moser M88 rearend with the following options:
33 Spline bolt-in axles with ABS
Sealed axle ball bearing
Eaton Truetrac differential
Richmond Gear 3.55 ring and pinion set
Lucas Oil 85W-140 Plus HD gear oil
7/16" x 20 x 1 3/4" (.480" Knurl/ Disc Brake Stud)
Adjustable Lower Control Arm Mounts
Semi-gloss black powder coat
- Installed OEM 2013-14 rear upper control arm bushing part# DR3Z-5A638-A
The transmission output flange damper removal required use of a hydraulic press. This is NOT something you can do in your garage with a vice, hammer, and punch. The removal had no negative effects; the drivetrain feels lighter and is rotationally smoother when paired with a carbon fiber driveshaft.
I did have to clearance the mounting brackets of the Bob’s Auto Sports remote axle reservoir to fit around my BMR UCA mount welds. The axle vent to reservoir inlet hose routing took some thought to make it long enough to support full axle droop to full compression with clearance around moving parts and hot exhaust pipes.
The carbon fiber driveshaft was mostly purchased as “bling” to go with my other suspension mods since I already had a DSS 1-piece aluminum driveshaft, but it was also planned insurance to dampen a potential increase in NVH due to removal of the transmission output flange damper and OEM rear axle dampers. Minor drivetrain vibrations that I previously had around 70mph are now nonexistent.
The GiroDisc rotors with Hawk HPS pads feel like they have track glue on them after initial bed in and seem to only get better as more material is transferred onto the rotors from the pads.
The Moser M88 rear axle upgrade is a quality piece! My differential came with a spherical upper control arm bearing pre-installed, and I already have spherical bearing rod end lower control arms, so I replaced the upper bushing with a new 2013-14 GT500 OEM rubber bushing since I didn’t know what additional NVH from the new components I would be subjected to. I previously had a poly bushing in this location that performed well, and I would consider using it again in the future. As somewhat expected, the 3.55 gears are singing (like a turbine) between 50-55mph, but it seems to be diminishing as I put more miles on the fresh components, or I am getting used to it; but nothing stereo volume won’t squelch. Additionally, I elected to replace all the OEM hardware as recommended by Ford. The rearend is mostly a bolt-on installation, but the following items were noteworthy during my installation:
- I ordered the Moser Performance aluminum cover/girdle support, but it contacted the panhard bar in the stock location on my car. I had to re-install my Ford Racing low-profile aluminum cover/girdle support which has adequate clearance.
- New M88 rear axle does not have jounce bumper (bump stop) mounts.
- Passenger side brake anti-moan bracket was a very tight fit, but I didn’t have to grind anything.
- Rear brake rotor shields had to be trimmed with tin snips to fit around the axle retainers.
- Panhard bar mount on new rear axle is different than OEM location and requires an adjustable panhard bar, which I already had.
- The Bob’s Auto Sports axle reservoir has enough clearance, but you need to get creative with hose routing around moving parts and exhaust.
- Pinion angle did not change. I do still need to check thrust angle, but it looks unchanged and the car tracks straight.
Years in the making, I am glad to finally rid my car of “rusty butt”. In my opinion, 3.55 gears with a 27” diameter rear tire is the perfect combination for a 2007-10 GT500 street/sport touring car. I have not fully tested the Truetrac’s torque biasing capabilities, but I will once warmer temps promote better traction. I am very pleased with my winter mods and the way they complement other extensive modifications on my car, ultimately making it more fun to drive!