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WHEN SETTING UP THE DIFF WHAT IS THE CORRECT PINION ANGLE AT THE DIF
NUNATTAX IRELAND
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nunattax,
Welcome aboard!
And damn I just saw a show which was filmed in Cork. But I can't remember what it was about. Damn, it'll come to me!
Anyhow, the pinion angle needs to match the trans output angle. Suggested minimum angle of 3 degrees for both.
Ralphy
Last edited by Ralphy (10/06/2012 5:42 pm)
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i fitted a 71 vette rear to a 38 chevypu.before i stripped it out i checked the pinion angle with an angle finder it was zero degrees.got undera friends 74 vette.it was also zero degrees.has anyone access to a difinitive blueprint drawing of the c3 corvette rear end
Last edited by nunattax (10/07/2012 12:32 pm)
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I copied this from a senior member on Corvette Forum
I think you are on the right track. Ideally you want the pinion and trans/engine to be parallel, but offset, so each makes an angle of one or two degrees to the driveshaft. Here's the dirty little secret though:
The engine/trans points down at roughly 2 degrees on our vettes, that means you would ideally want the pinion pointing up at 2 degrees. From the factory, the pinions are more like 0 degrees and it would be pretty tough to get them pointed up 2 degrees. So the factory setting was less than ideal, but certainly good enough.
The one thing you said that bothered me was you were off left to right as well as up and down. I'd certainly fix the left to right mismatch, then hike the trans up as high as you can get it, and try that. BTW, I have a T-56 in my vette, the pinion is at 0 degrees and the engine/trans is 2 degrees down.
This is a picture I like to post, second down is most typical your looking for.
Ralphy
Last edited by Ralphy (10/07/2012 9:54 pm)
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It is the nature of the beast with the Jag IRS to have the yoke attachment off center. The only way around this would be to have different length half shafts and LCA's side to side, and I don't want to go there. Running off center is not a problem as long as you keep the pinion and transmission yokes parallel and the drive shaft is not too short, causing excessive operating angles. A couple degrees here is good because it keeps the needle bearings moving and improves lubrication.
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C,
Here's a chart showing the speed variation at different angles.You can see it's minimal at 15 degrees so if your off by 1 or 2 degrees?
Ralphy
Last edited by Ralphy (10/08/2012 7:50 pm)
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What Every Shop Must Know about Drivelines
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Ralphy wrote:
Ralphy
The above diagram says perfect to the driveline being straight with no angles, yet in the article just posted..
"* Never assemble a driveline so that both ends are exactly the same. The roller bearings in u-joints must have a half-degree difference in order to rotate. Why U-Joints Vibrate"
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Yes, the second view is where you want to be. That's why I posted above it, "This is a picture I like to post, second down is most typical your looking for."
That was some good reading posted by irstang!
This is what caught my eye:
Spicer has developed guides for u-joint operating angles. * Keep the true angles less than 3 degrees if possible. Three-degree operating angles do not produce vibrations severe enough to cause damage, Koedam said. * Keep the angles on each end equal within one degree. When the angles at both ends are equal, they cancel out the torsional vibration that is generated at the drive end of the driveshaft. * Never assemble a driveline so that both ends are exactly the same. The roller bearings in u-joints must have a half-degree difference in order to rotate. Why U-Joints Vibrate
Ralphy
Last edited by Ralphy (10/10/2012 8:43 am)
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im not too far away from getting it running..that will answer a lot of my questions,thanx for your replies.pity i didnt know of this forum from the start
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