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Old 08-13-2021, 01:50 PM   #11
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Join Date: May 2021
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I dont think youre understanding what these are. The relocation plates are not angled, the angled pieces are pinion angle shims.

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Old 08-14-2021, 11:43 AM   #12
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I understand what you mean. Main question to me: driveshaft is connected to the axle as well as the gear box, right? So moving the axle forward, doesn’t it need a “shorter driveshaft”?! Something else has to compensate the shorter length.

My idea was:
The spacer I have is slightly angled. So I can have the higher side forward or backwards facing, while the axle is “rotating around the kardan link”.
Having the higher side to the front I turn the axle “counterclock wise” looking from the driver side.
Having the higher side to the rear it would rotate the axle slightly clock wise and might therefore clear the rear wheel well.
Or am I thinking conpletely wrong?!?

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Old 08-14-2021, 07:08 PM   #13
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Just rotating the axle housing alone doesnt accomplish anything other than changing your pinion angle. Unless the centering pin/bolt location is moved forward or backwards all you are accomplishing is rotating the housing on the same axle centerline.

In otherwords all youre accomplishing by rotating the housing on the same centerline is changing your pinion angle/driveshaft angle in relation to the transmission. This can cause drivetrain vibrations and in extreme cases actually cause damage to the drivetrain. Rotating the housing on the same centerline does not change the axle centerline. The axle centerline has to be relocated by moving that pin/bolt forward or back.

Any change in axle centerline you might realize using an angled spacer would be minuscule at best if any.
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Old 08-15-2021, 09:55 AM   #14
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Great write up!

There is is "some" play in the driveshaft slip yoke into the the transmission. With a lift where the rear axle has moved down through a vertical plane then the trans to diff distance has actually increased and the yoke is not as far in to the trans as pre lift. By repositioning (using the offset plate) the entire axle forward then yes the distance will be shorter and the yoke will sit into the trans a bit deeper.

You can test the limits by disconnecting your driveshaft from the diff and determine how much range of slip in and out is available. Keep in mind that as the axle moves straight up through its compression this distance will get shorter. Conversely when the axle sags the distance gets longer. The slip range at the trans needs to accommodate this variation without fully disengaging and falling out of the trans or compressing so much that the yoke bottoms out and something is stressed or breaks.
Beastie 3: 2002 7.3 EB Cargo: Agile TTB, CCV Mid Top, Custom Walk Through, Lots of stuff added.
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Old 09-13-2021, 09:41 AM   #15
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Location: Berlin
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@E-350 I really wonder why it is necessary to cut something on the I-Beam for the 35's since there seems to be no need when using 33's.
The bigger tire should not make a difference regarding I-Beam and up- down travel.
Or I'm completely wrong?

cheers, Martin

E350 - 2014 - 2WD
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