Ignorance allowed...
(pic is an old school reference from xterrafirma days. Bklyn.X wrote:
OK, please pardon my ignorance.
1) Are you talking about changing the angle of the engine/transmission/TCase combination?
They are, if I understand correctly, all mated together and one cannot be “tilted” without tilting everything else. No?
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A1 Yes, tilting the tcase up will tilt EVERYTHING Else too...
Bklyn.X wrote:
2) I have heard of “clocking” a rear axle but not a front (because of caster issues) and never heard of “clocking” the case. Is what you mean the same as when you say “tilt” or is it a term for something else? If so please elaborate.
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A2 the clocking i was refereing too is of the T-case... the Atlas trasfer case has circular bolt pattern so that it can be mounted at various "clock" positions centered about the transmisison input and rear output shafts.... with only the front flange moving around them....
for the front axle that is commonly called a "cut and turn"... where the inner C's welds to the axle tube are ground off. the C is then rotated about the
Bklyn.X wrote:
3) If you “tilt” the TC won’t that cause problems for the rear driveshaft and the angles it needs to operate properly?
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it could but there are plans a foot to mitigate that... and since the rear flexes less than the front.. it can be handled...
Bklyn.X wrote:
4) Lastly do you think that maybe using a shorter in length conventional 2 joint (single cardan) on the front drive shaft could lessen the angle slightly…enough to eliminate the need for a double cardan and the binding?
lenght is calculated from the distance between the two mating surfaces at ride height,, t-case flange and the pinion companion flange... and the slip from same measurement at full bump and max droop. in my case the slip is only 2.5" and minimal angular change in the pinion angle. (8.7 - 13.5 deg)
a shorter shaft with the same suspension travel will create a MORE extreme angle...
Yes, a single U-joint DS can get a bit more angle, 1310 Toyota especially.
My t-case output and dif pinion are slightly offset (3/4") so that is not an option... (Running a 1979 F-250 HP D44 at full width) and with 5.13, Crawler gears, and 37-40" tires, that is near the limit of 1310, which one can get a bit more angle out of... running the 1330 is for a bit of insurance at the t-case end so the "fuse" is down at the diff flange and an easier trail fix. and the limit straps protect everything too...