DSS 99-04 Ford SVT Lightning with 4R100 transmission 3.8in Carbon Fiber Driveshaft FDSH28-C
If you are building a 1999-2004 Ford SVT Lightning past stock power, the factory driveshaft becomes one of the weak links between the supercharged 5.4L and the rear axle. This is the Driveshaft Shop 3.8-inch carbon fiber driveshaft for the Lightning with the 4R100 automatic, maker part number FDSH28-C (SKU 610072). It is new, built as a direct bolt-in, and the maker rates it to 1500 wheel horsepower. Buyers usually land here for one of three reasons: they are adding boost and want a shaft that will not twist or let go, they have a vibration that rises with road speed, or the original shaft has a worn U-joint and they would rather upgrade than rebuild.
The driveshaft carries every pound of torque the 4R100 sends out of its output shaft to the rear differential. On a Lightning that is a lot of torque arriving fast, because a pulley and tune change on the supercharged 5.4L adds power the stock driveline was never sized for. A carbon fiber tube is light for its size and resists twisting, so it rotates with less mass than a steel tube while carrying more load.
The Driveshaft Shop builds this shaft with a 1350-series Spicer transmission yoke on the front and a 4-bolt flange on the rear that mounts directly to the factory differential flange, so the rear end needs no modification. The joints are Spicer solid 1350-series U-joints, and the shaft is high-speed balanced at the factory so it goes in straight out of the box. The maker lists the shipping weight at 40 lb and the box at 64 x 6 x 6 inches.
Separate driveline vibration from transmission trouble first. A driveshaft vibration follows vehicle speed; it does not change when the 4R100 shifts or when the torque converter clutch locks. If the shudder shows up right at lockup and goes away when you tap the brake, the cause is inside the transmission, and our E4OD and 4R100 common problems guide walks through the converter clutch and shift complaints this family is known for.
With the truck safely supported, grab the shaft near each joint and twist it against the yoke. Any clunk or free play means a worn joint. Look for a missing or bent balance weight and for dents in the tube. Then check angles. The Driveshaft Shop explains that most angle-related vibration shows up around 30-45 mph, that a vibration below about 15 mph usually means something is bent, and that the operating angle at each end should stay at or under 4 degrees. A Lightning that has been lowered can push those angles out, and a new shaft will not cure an angle problem by itself.
This shaft is listed for the 1999-2004 Ford SVT Lightning with the factory 4R100 automatic. That is the whole application; it is not built for a standard F-150, a 4x4 or a manual-transmission swap, and it does not fit the Super Duty trucks and vans that also use the 4R100. If your truck has a non-factory transmission, a changed rear end, or a modified wheelbase, send us your year, VIN and what has been changed before ordering, because driveshaft length and the yoke spline both have to match. For other parts that fit this transmission, see the full E4OD and 4R100 parts collection, and for how the 4R100 differs from the earlier E4OD, read 4R100 vs E4OD differences.
A power upgrade puts more heat and load into the transmission too. If you are already under the truck, it is a good time to service the pan with a 4R100 deep pan filter and gasket kit, and if the truck sees hard launches, the 1999-2004 4R100 sprag clutch is the internal part that takes the abuse on the 2-3 shift.
| Brand | Driveshaft Shop |
| Part number | 610072 |
| Fits | DSS 99-04 Ford SVT Lightning with 4R100 transmission 3.8in Carbon Fiber Driveshaft FDSH28-C |
| Vehicle fitment | Ford Svt Lightning (1999-2004) |
| Type | Driveshafts |
| Condition | New |
| Ships | Same business day (in stock), from the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It is built for the SVT Lightning with the 4R100 automatic. Standard F-150s from those years used different transmissions and driveline setups, so do not assume it will fit. Send your VIN if you are unsure.
No. The maker states the 4-bolt rear flange mounts directly to the factory differential flange, and the front uses a 1350-series transmission yoke for the 4R100, so it is a bolt-in with no changes to the rear.
The Driveshaft Shop rates this 3.8-inch carbon fiber shaft to 1500 wheel horsepower. Its 4-inch aluminum Lightning shaft is rated to 1000 wheel horsepower, so the carbon shaft is the choice for heavily boosted trucks.
Only if the vibration comes from the shaft. Speed-related vibration from a worn joint, bent tube or lost balance weight goes away with a new shaft. Vibration from bad driveline angles, worn transmission mounts or a torque converter shudder will not.
The 4R100 uses Mercon V ATF. You may lose a little fluid from the tail housing when the old yoke comes out, so check the level with the engine running and the fluid at operating temperature once the new shaft is in.
The maker lists it at 40 lb in a 64 x 6 x 6 inch box. It ships from the USA and is backed by a 1-year warranty.
