One of the most common is just plain poor quality. That castor angle on a bicycle is why you can ride it with no hands and you can imagine how it would feel if the fork was straight up and down. The intent here is to give broad general information, realizing that for the most part we are dealing with highly modified vehicles, requiring other than factory approved solutions. Or now that you've got all that raw power & torque you keep breaking your drive shaft. We get quite a few emails with drive shaft angle questions, recently we had a customer looking for help with some binding issues.
You tend to believe something more readily if you have a basic understanding of the principles involved. If I used a new center pin when I installed the shims, it probably would have been fine. 8 degree angle should drop down to 0 hopefully because of torque on the axel housing during acceleration. They are: u-joint with opposite angle in the top picture (most common), u-joint with same angle, middle picture, which is less common and cv-joint on the bottom picture which is quite common too. Many people mistakenly believe that a double cardan or C. type drive shaft will allow for greater operating angles than a conventional two joint or single cardan drive shaft. If this were a weekend play truck, this would be all right. That slight vibration becomes a major annoyance on long trips especially when you know you are destroying the vehicle as you are driving it. In your case you can measure the castor and maybe put a short shim in there to help the pinion angle a little bit. I calculate the result of the net difference in linear distance traveled through the arc of each of the "U" joints path, to be roughly. I have an all spring 4" lift like some others here and the only thing I did was have the rear drive line lengthened, no problems since. Again, this is entirely up to you. I have spoken with Kert and we both think 14* pinion angle is high. Good luck and keep us posted on your findings. I. e. make a custom transfer case top lowering mount to tilt the transfer case output angle downward to parallel /match the diff pinion input angle?
Most fractures are the result of high stress impact loads, or binding interference's caused by excessive/uncontrolled differential roll or droop. Velocity would be 90 F. and the max velocity would be 111 F. It is for this reason that on your drivel shaft there is an upper limit to how steep you can run a drive shaft, even with equal or intersecting angles. Velocities are a function of the cosine of the operating angle. If I take it out, the rear will match the front (within a couple of degrees) but I've still got a bunch of u-joint flex. Torque is what you need to be concerned with. This final step took out almost all of the vibration. Beyond this point the the power train components must themselves flex and distort to allow for this extra motion. I mean BAD... 4" rear springs only. The problem with shimming the pinion up is that you take away castor angle.
I used Auto-Cadd to figure the geometry out because I am tired of the trial and error method. To check driveshaft angles you really need to put the frame up on stands or on a lift and let the front suspension droop all the way out. Basically a u-joint is rated for specific, continuous operating load @ 3000 R. M. for 5000 hrs. In summary, for a custom application, you need to know the answers the questions of Angles, Torque, Length, R. M., Life expectancy and how smooth you expect your ride to be while traveling down the highway. This is especially true on very short shafts. That sounds like a lot of angle for a 4" lift. My 72 has a 4 inch tough country lift (all springs). Wide [censored]'n OPEN! I have a vibration from around 20-60mph under throttle and off throttle.
2004 Honda Odyssey (family man! Most people do just what is done in the factory every day. Spring hangers on a early blazer sit higher on the frame than a later Blazer. And, my vibes are gone. This example shows 3 degrees of angle up for the transmission, 7 degrees up for the driveshaft and 3 degrees up for the differential.
This step is a lot like a cold forging process which serves to make the tube much straighter, rounder, stress relieved and stronger. With a 3 degree joint angle, and assuming proper periodic maintenance. Zero rates are an excellent cure for driveline angle. An informative article from Tom Woods, owner of Tom Woods Custom Driveshafts, simplifying the changes made to a Jeep's driveline following installation of a lift kit. Basic Driveline Set-up: There are three pratical ways to solve dirveline vibrations. Lots of technical information on u-joint and CV-joint: The intuitive way for most people to think of this is the fork angle on a bicycle or motorcycle. My rule on questionable parts is; "When in doubt, throw it out". That is, make some kind of a compromise, get things as right as possible for the high speed rear shaft and live with less than ideal performance from the generally lower speed less used front shaft. The truth of the matter is; that this much horsepower if delivered through the powertrain at a low R. would require the same sized driveline as used in a 18 wheel semi tractor rig, while if delivered at 5000 R. The stock joint in a C. J. could easily handle it. " Order Your Driveshaft Today. This caused vibration at high speed.
12 degrees is a little high for a u-joint angle. Which ends up requiring an SYE anyways. The most common types of tubing available are cold rolled electric welded (C. R. E. W. ), drawn over mandrel (D. O. They have been considered deadly by Petersons many times over. Next, measure the transmission and differential angles. Changing Pinion Angle on a 1960 Corvette. Place a spirit level protractor on the driveshaft about halfway between the transmission and the Differential. Even though you know that the operating angles are equal + or – 1 degree, you must still calculate the operating angle (what the U-joint feels) to be sure that they are within specifications. This took out more vibration. Because the joint has to move through each of the quadrants of this elliptical path in a fixed amount of time, the velocity or surface speed of the driven shaft increases & decreases two times per revolution. "If you can read this, thank a teacher; If you are reading it in English, thank a soldier. This would be the result of transmitting the torque in a plane more perpendicular to the centerline of the driveshaft.
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