Clocking a transfer case

[Joker11]

I am wondering about how clocking a transfer case will affect the driveline angle.



If you clock the transfer case up or down, you are going to change the center line of the front driveshaft closer to the output shaft of the transmission in the horizontal plane on the transfercase end. The differential will not move and the driveshaft will have both a vertical and horizontal angle to it.

To move the front driveline vertically up or down would require lengthening the transfer case the appropriate distance in order to not affect the horizontal alignment.

So how do you guys introduce another angle into the driveline without issues??:?

 

[garberz]

Even the rear has a horizontal angle in it. You can clock the transfer case flat, but you need to check for binding at full drop, at the CV joint, on the front drive shaft. With the doubler's added length, you can probably clock it flat.

Mark

 

[Joker11]

why would the rear have a horizontal angle?

I thought these things were true?

1. The input shaft of the transmission centered on the output shaft of the engine.

2. the input shaft of the transfer case centered on the output shaft of the transmission.

3. the pinion yoke was centered on the output yoke of the output shaft of the transfercase.

Ideally, I figured there should be zero horizontal misalignment?

 

[garberz]

why would the rear have a horizontal angle?

I thought these things were true?

1. The input shaft of the transmission centered on the output shaft of the engine.

2. the input shaft of the transfer case centered on the output shaft of the transmission.

3. the pinion yoke was centered on the output yoke of the output shaft of the transfercase.

Ideally, I figured there should be zero horizontal misalignment?

I rechecked and measured again, you're right, they are centered. Oops!

Mark

 

[Joker11]

Thats cool. I am still not sure about how the front accepts the misalignment though.

 

[Apogee]

Driveshafts by definition are designed to accept misalignment, hence the u-joints. The factory EB front shaft with double-cardan at the t-case may not be the a good option for such a setup due to the fact that the pinion end is designed to more or less be in line with the pinion, but for a standard shaft with single u-joints at each end, they should accommodate the misalignment quite well.

I think the minimal amount of horizontal movement of the front output shaft on the t-case due to clocking it 20-30 degrees is pretty minimal, and most likely not going to impact your front shaft to the point of becoming an issue. The guys who are running full-width D60's, HP D44's, etc, have more horizontal movement at the pinion end to deal with, and you don't see too many complaints or issues there either, which isn't to say there aren't any issues, just that I haven't heard about them.