Am a bit
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Freshman User
Joined: Apr 2014
Posts: 45
Likes: 1
If it's a Ford truck built in 1978
there is applicable data here
I had no idea Ford built that varied
of a truck portfolio in 1978
so..
2 questions
if I buy a rear end custom made
and they ask me for the "offset"
what do I tell them?
what is that stock "hp angle" or whatever it was
that we addressed earlier?
there is applicable data here
I had no idea Ford built that varied
of a truck portfolio in 1978
so..
2 questions
if I buy a rear end custom made
and they ask me for the "offset"
what do I tell them?
what is that stock "hp angle" or whatever it was
that we addressed earlier?
Lead Driver
Joined: Nov 2006
Posts: 5,217
Likes: 506
From: Pa.
Why is drive shaft angle important and why less is better ?
Source
The single-cardan style driveshaft, also called a "standard" driveshaft, consists of a tubular shaft with 2 tube yokes, one at each end, that each utilize a single cardan U-joint. Recall how, when we have a single U-joint operating at an angle (as will certainly be the case in any 4x4 because the transfer case output will be above the pinion) it causes the driveshaft to speed up twice and slow down twice each revolution. Uncorrected, this change in angular velocity will cause annoying vibration, wear out U-joints, and cause undue stress and strain on the driveshaft itself, transfer case output, and axle pinion.
The solution is simple and elegant. If we ensure that the U-joints at each end of the shaft are both "in phase" and operating through exactly the same angle, the pinion end of the driveshaft will speed-up and slow down opposite to the transfer case end, and therefore the different angular velocities cancel one another out, the pinion is driven at a steady rate, and vibration is minimal (if I did a decent job of describing why the elliptical paths happen in the first place - you should be able to prove this to yourself). This works fairly well up to angles approaching the maximum operating angles of the U-joints in question. As the angles grow, so do the magnitude of the accelerations and decelerations, and the less effective the matched angle are at eliminating vibration.
The solution is simple and elegant. If we ensure that the U-joints at each end of the shaft are both "in phase" and operating through exactly the same angle, the pinion end of the driveshaft will speed-up and slow down opposite to the transfer case end, and therefore the different angular velocities cancel one another out, the pinion is driven at a steady rate, and vibration is minimal (if I did a decent job of describing why the elliptical paths happen in the first place - you should be able to prove this to yourself). This works fairly well up to angles approaching the maximum operating angles of the U-joints in question. As the angles grow, so do the magnitude of the accelerations and decelerations, and the less effective the matched angle are at eliminating vibration.
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