DSS 99-04 Ford SVT Lightning w/4R100 Trans 1350 4in Alum 1-Piece Shaft (Rated to 1000whp)...

Owners of a 1999-2004 Ford SVT Lightning usually come looking for a new driveshaft at one of two moments: the truck has picked up a speed-related vibration or a clunking U-joint, or the supercharged 5.4L is getting a pulley, a tune and sticky tires and the factory shaft is about to become the fuse. This is the Driveshaft Shop 4 inch aluminum one-piece driveshaft for the Lightning with the 4R100 automatic, maker part FDSH28-A (SKU 610071). It is new, bolts in with no modification, and the maker rates it to 1000 wheel horsepower.

What this shaft does between the 4R100 and the rear axle

Every bit of torque the 4R100 puts out of its tailshaft goes through this tube to the rear axle, and on a Lightning that torque hits hard and early. Aluminum keeps rotating weight down, which the axle and the transmission output both appreciate, while the 4 inch diameter gives the tube the stiffness to stay straight at speed. On the front, Driveshaft Shop uses a 1350-series Spicer transmission yoke; on the rear, a 4-bolt flange mounts straight to the factory differential flange. Both joints are Spicer solid 1350-series U-joints, and the assembly is high-speed balanced before it ships so it goes in ready to drive.

Signs it is time for a driveshaft

• Vibration that climbs with road speed and stays the same in any gear
• A clunk on the Park-to-Drive or Park-to-Reverse engagement, or when you roll into the throttle from a stop
• A squeak or chirp from under the cab at parking-lot speed, typical of a dry U-joint
• Visible play, rust dust or thrown grease at a joint cap
• Power upgrades or drag-strip launches that the original shaft was never sized for

How to tell a driveline problem from a transmission problem

A 4R100 problem and a driveshaft problem can both feel like a shake under you, so separate them before you spend money. Driveline vibration follows road speed. A shudder that appears exactly when the converter clutch locks and disappears when you tap the brake is a converter or fluid issue, not the shaft; our E4OD and 4R100 problems guide covers lockup and converter complaints. A harsh engagement into gear can come from high line pressure rather than a worn joint, and the EPC solenoid symptoms guide shows how to check it. Driveshaft Shop's angle guidance helps too: a vibration from bad operating angles usually shows up around 30-45 mph, while one under 15 mph points to something bent. Lift the truck, grip the shaft near each joint and twist; any free play means the joints are done.

Fitment

This shaft is built for the 1999-2004 Ford SVT Lightning with the factory 4R100 automatic. It is not listed for a regular F-150, and it is not for a Lightning converted to a manual or a different transmission, since the yoke and length are matched to the 4R100 tailshaft and the factory rear flange. If your truck has a non-stock rear end or lift, measure before ordering. If you are pushing past 1000 wheel horsepower, Driveshaft Shop also builds a 3.8 inch carbon fiber shaft for the same truck. More transmission parts are on the E4OD and 4R100 parts page.

Install notes

• Mark the rear flange position, then remove the four flange bolts and slide the old shaft out of the 4R100 tailshaft. Plug or catch the tailshaft, since fluid will drip once the yoke is out.
• Inspect the 4R100 extension housing seal and bushing while the yoke is out. A worn bushing lets the yoke wobble and will chew a new seal; our 4R100 master rebuild kit includes seals if the unit is coming apart anyway.
• Slide the new 1350 yoke into the tailshaft, line up the rear flange and torque the flange bolts to the factory specification.
• Check pinion and transmission angles if the truck is lowered. Driveshaft Shop recommends keeping operating angles at or under 4 degrees.
• Top off the 4R100 with Mercon V to replace what dripped out, and check the level hot.

Does this shaft fit a regular 1999-2004 F-150?

It is built for the SVT Lightning with the 4R100 automatic. Regular F-150s used different transmissions and driveshaft lengths, so it is not listed for them.

What power is it rated for?

Driveshaft Shop rates this 4 inch aluminum shaft to 1000 wheel horsepower. For more than that, they offer a 3.8 inch carbon fiber version for the same truck.

Do I need to modify the rear end?

No. The rear uses a 4-bolt flange that mounts directly to the factory differential flange, and the front uses a 1350-series Spicer transmission yoke that slides into the 4R100.

Is the shaft balanced?

Yes. Driveshaft Shop high-speed balances it before shipping, so it installs straight out of the box.

Why do I still have a vibration with a new shaft?

Check operating angles, especially on a lowered truck, and rule out torque converter shudder. A shudder at converter lockup is a transmission issue, not a driveline one.

• E4OD Common Problems and Fixes
• E4OD Pressure Control (EPC) Solenoid Symptoms
• 4R100 vs E4OD: Differences, Interchange & Which Is Stronger