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Posted by Clint Dixon [65.125.107.152] on Friday, November 06, 2009 at 12:41:09 :
In Reply to: re: centered diff. posted by clueless [201.202.24.94] on Friday, November 06, 2009 at 11:01:09 :
You would be increasing the operating angles substantially.
First, consider that the emergency brake output yoke is vertically higher on the transfer case than the rear axle output yoke. Greater yet, is the horizontal distance between the transfer case yokes. You would be moving the u-joint on the transfer case end of the driveshaft higher and further to the diver's side of the truck. But, the u-joint on the axle end of axle end of the driveshaft would stay where it is at the offset differential. For this to happen, the diveline angles would increase by a greater amount than would happen if you added a 4-inch lift kit to the suspension.
The Detroit driveline was not designed to operate continuously at the extreme angles as say a Dana or Spicer driveline. The transfer case/rear pinion yokes and driveshaft yokes have very limited physical clearance to each other. At extreme angles, solid parts will start contacting other solid parts. Part of the problem is the big "C" shaped clips and thru-bolts that hold everything together. A strong design but not very flexible. On-road only driving may not effect the driveline much, but getting crossed-up offroad would cause problems.
If one wants to use the emergency brake yoke as an output, they would be better off to swith to a centered differential at the same time. The driveline angles will still be greater than stock (as the output yoke is higher on the transfer case), but not as bad as angling the driveshaft clear over to an offset differential.
Junior
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