I have a 1987 jimmy with a 14sf rear axle w/a traditional rear d-shaft with one universal at each end. My total drive shaft angle is 20*and my pinion angle is 10*. Does this fall within the specifications. The only info I could find was that culmination of the pinion angle and t-case universal angle should equal the total d-shaft angle.
CK5
Register an account today to become a member! Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members.
Rear pinion angle
- Thread starter usaf_blazer
- Start date
I believe you will also need the angle of the t-case yoke.
Right (d shaft angle)20*-(pinion angle)10*=(t case angle)10*
DirtRidinz71
1/2 ton status
The rear output angle should be the same as the pinion angle so that they are running parallel with each other. For example if your output is at -10* then you want your pinion angle pointing up 10*.
Driveshaft angle is depended on the length of the driveshaft and amount of lift. If memory serves me right the common 3R(S44) and 1310 u joints are getting maxed at around 28* , 1330 and 1350 area around 20* and 1410 can get 32* before binding. I remember seeing a site that listed the exact specs but cannot find it at all tonight.
Driveshaft angle is depended on the length of the driveshaft and amount of lift. If memory serves me right the common 3R(S44) and 1310 u joints are getting maxed at around 28* , 1330 and 1350 area around 20* and 1410 can get 32* before binding. I remember seeing a site that listed the exact specs but cannot find it at all tonight.
So I should fully droop out the rear suspension in order to get the max pinion angle that I could encounter
No, check angle at normal ride height. That is where it will run the most.
Unless your t case has been changed from its factory location I doubt it is 10* down. Typically transfer cases are about 2 to 5 degrees down on the output. Since it is much harder to change your t case angle the pinion angle gets changed.
The actual angle of either yoke has little to do with angle of the driveshaft. That angle comes from the difference in height between the two yokes
The actual angle of either yoke has little to do with angle of the driveshaft. That angle comes from the difference in height between the two yokes
Unless you have a TC drop, it is pretty unlikely that your case is 10 degrees down. How much lift are you running? The angle of the driveshaft really only comes into play when you are running a CV axle and have to angle the pinion to point at the TC, at which point the driveshaft angle and the pinion angle will be the same or within a couple of degrees (some do that to account for axle wrap.
If you are using a conventional driveshaft, the u-joints have to be in phase as others have noted. Your angles at the pinion and TC should add up to zero. U-joints have limited operating angles, and methods like dropping the TC just move the problem from the rear to the front. Depending on your lift and setup, you may not be able to to run smoothly on a conventional shaft.
If you are using a conventional driveshaft, the u-joints have to be in phase as others have noted. Your angles at the pinion and TC should add up to zero. U-joints have limited operating angles, and methods like dropping the TC just move the problem from the rear to the front. Depending on your lift and setup, you may not be able to to run smoothly on a conventional shaft.
I'm running 4" of lift. I measured the angle of the t-case output shaft at 6*, the angle of the d-shaft is 20*, and the pinion angle at the yoke is 6*. So, the tcase and the pinion are in phase, with each having a 14* working angle. I do not have any vibration, but I am unsure if I'm taxing the universals. Is 14* too much of a working angle?
Running a u joint at anything other than 0* is tax in it. I have had 1310 u joints at much larger angles. Just replace as needed. No vibes no problem
This. While some say you need at least a degree of angle to make sure the u-joint is properly lubricated, joint life decreases as angle goes up, and the greater the driveshaft speed the less angle they can tolerate. No vibes, no problem, just check the joints for binding and integrity periodically.
