dan nichols
Member
looks real good i really like the longer bed. and the tilt windshield frame you have alot of talent for sure
1926 Model T RPU
- Thread starter gif
- Start date
gif
Member
New Coker Firestone tires and tubes installed. 5.50-16 front / 7.00-16 rear. Engine dress kit also installed.
I have been tweeking the suspension. Removed 2 leafs front and rear and rotated the rear pinion down. Had my driveshaft builder stop over to give me my options. Going to do a CV at the tranny because the driveshaft angle between the axle and trans is very close to the upper limit of the working acceptable angle of the joints at highway speeds.
I have been tweeking the suspension. Removed 2 leafs front and rear and rotated the rear pinion down. Had my driveshaft builder stop over to give me my options. Going to do a CV at the tranny because the driveshaft angle between the axle and trans is very close to the upper limit of the working acceptable angle of the joints at highway speeds.
gif
Member
i decided that i really didn't like the look of longer lower links on the rear. So i reworked the 4 link, this time to gain the best performance over looks.
[URL=http://s98.photobucket.com/user/jeepgif/media/2016%20Roadster%20Build/20170128_205833_zpsfchst48s.jpg.html]
[/URL]
[URL=http://s98.photobucket.com/user/jeepgif/media/2016%20Roadster%20Build/20170128_205833_zpsfchst48s.jpg.html][/URL]
Have you driven it at all? Like down the driveway and back?
gif
Member
ha, i dont think Chopp needs me dragging him down. im more of a 10%,10%,80% when it comes to Fit/Form/Function
gif
Member
Gerry, I wont repeat what the driveshaft shop owner said... But you're correct, he did make a frowny face.
fletcherson
Well-Known Member
I wouldn't suggest running one where it had to be phased at 90 to function under normal operating conditions, but to allow for additional clearance to avoid binding, why not? As long as it's balanced. It's easier to build a shaft with the yokes like aligned, but I see no functional difference. I've been welding various yokes and the like together for years in the process of putting drive trains where they weren't designed to go. The only one I've ever had an issue with was one that I didn't do, it was a s10 blazer with a v8/700r4 and whoever done it lowered the stance, which caused the driveshaft to bind during pinion travel and it broke the transmission case and bent the drive shaft. When I figured it out, it was because the shaft was too long and bottomed out on the tail shaft. I have used double joint couplings where extreme pinion angle variance occurred. They came in many large fords, lincolns, etc. I'm not sure if there is room for one in a bucket, but it will allow more travel or angle if that's what is required to work out.
Similar threads
