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Old 12-17-2003, 11:33 PM   #1 (permalink)
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SAS SOA headaches

Well,

the 86 has the scabbed on xfer case on the automatic in the diesel. A one of a kind arrangement.

After many hours building an adapter plate for 1350 CV jointed front drive shaft I stole from the wagoneer, and complete rebuild with new ujoints and CV center ball shaft and studs and perfect length, the danged angle is too great for even a front CV. and that is with the D44 6" forward. in a SOA configuration. downward angle is too extreme.

So, gonna get a divorced carrier from an IH, and that automatically gives me double xfer case capability in this transmission. Will also make for longer front drive shaft, at less angle and solve my one piece rear drive shaft slip yoke limitation problem.

I ain't never gonna get this Trooper done...
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Last edited by AirTrooper; 12-17-2003 at 11:36 PM.
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Old 12-18-2003, 10:02 AM   #2 (permalink)
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what are your shaft angles up front? (resting/drooped)

sounds odd that you wouldn't be able to get a non-carrier shaft to work?

what about a toyota front U-joint on the case.....skip the CV. i am running a 95-ish toy u-joint up front and it goes to like 42* drooped.
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Old 12-18-2003, 07:54 PM   #3 (permalink)
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Your are right Matt, I had my head up my arse and was too enamoured with that CV driveshaft I got off the wagoneer! Rebuilt it and made an adapter plate, and it indeed was perfect lenght! worked out wonderfully... but it was the wrong solution for the problem. I can't point my front pinion at my xfercase and have any kind of reasonable caster at all. dumb... oh well...

I believe you are correct Matt, in that a regular driveshaft with complementing opposing angles would have done the job. but, that diesel xfer case is mighty weak. and I am pushing 36" tires and a dana 44 now instead of an 8 bolt.

I was wrong headed putting a cv up front when i wasn't willing to point the pinion upward.

I just won a cool IH transfer case on ebay, divorced style, completely overhauled with 3 ujoint connections. I have no idea about gear reduction in it. assuming it is 2.5 or 3.0 (i hope). This due to the design of the 86 diesel trans, will actuall result in a double gear down ability of I am hoping 5.0 or 5.5 max. also leaves the old front available for some mischief.

I'm going through a lot of learning process. I built up a nice drive shaft, that wasn't proper for what I needed.... live and learn.

My rear is real flexy and I was concerned about that lovely one piece rear shaft you sold me. This will eliminate the trans slip yoke issue there.

I can re-use that cv on the rear shaft now.



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Old 12-18-2003, 07:57 PM   #4 (permalink)
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U-Joint ?

I am in a little over my head, so take this for what its worth (?) Doesn't a CV take up more room than a simple U-joint ? The angle is no greater, so, you lose with the CV. The shop ground my U-joint real close to too thin, adding droop, then added a stout limiting strap. Its worked very well. Limits flex on the drop passenger side, (Toy front axle) but at least I can wheel past all the broke Jeeps A hanked front driveshaft is the most common trail break I see.... Its not like you nedd a real smooth CV for spinning down the fwy at 65 mph with the front axle/hubs engaged. Good Luck !!!
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Old 12-18-2003, 08:04 PM   #5 (permalink)
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double cardan CV

The double cardan CV is supposed to provide much greater angle ability than a single ujoint.

There is a great article on drive shafts on this board. It is listed on home page.

At least that is the way I understood it.

read this: http://www.pirate4x4.com/tech/billav...ft/index2.html
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2001 Dodge Ram 2500 4x4 Cummins Superchips, K&N, TST j-hook, transgo VDO gauges

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Old 12-19-2003, 03:58 PM   #6 (permalink)
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Tech

I read a good part of the High Angle article. I'll confess, I had to put it down and grab a Corona Doesn't the double cardan provide a smoother application a high angle, not necessarily a greater angle. I say this because, for a front drive shaft in a crawler, the vibe shouldn't be a s great a concern. Ergo, the single joint, will operate at a lessor angle because it is shorter. A double cardan is still just that, two U-joints. This doesnt provide a greater angle, just a smoother application at the same angle. And if the Double is longer than the single, then the angle is greater, not lessor. I dont see how the double cardan helps driveline angle.

Edit: Ok, I'll read the whole thing...................


Edit Again: Ok EYE Boo boo........... We used a single u-joint on my SAS because the front shaft is too short, there is no room for a double cardan..... IIRC my droop is aprox 32 deg..... and it vibrates like helll
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Old 12-20-2003, 08:38 AM   #7 (permalink)
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I hate to be the one to break the news to you, but that looks like the IH single speed (no low range) tcase.
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Old 12-21-2003, 09:19 AM   #8 (permalink)
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ever considered building a double cv? my friend with his s-10 swapped in jeep j-10 axles, and he made his own double-cv driveshaft
here:


"Double CV: take one wagoneer driveshaft and one J10 driveshaft, two np231 yokes, some 1 3/4 id dom tubing and you have a double cv "



40mph in 4wd, no problems

different setup may apply, but you get the gist of the idea.

S-10 with SAS

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Old 12-21-2003, 10:59 PM   #9 (permalink)
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you be right ccj8008

yeah, bought before I had the details.

it is perfect in size and weight, aluminum, (most of the IH guys hate that) but for my 4 banger it looked perfect.

It has no gear reduction. Cable operated is actually a good thing for me. I could still use it and solve a couple of issues.

The NP205 is just way too big for my little 4 banger. this think with 2x gear reduction would have been killer.

oh well, they tell me the mudders and draggers love it. probably will sell it back on ebay.
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86 Topless Turbo Diesel Trooper SAS SOA Custom Alum Dash, Cage, Dana 44 front, Detroit ezlocker, Zoo 12 bolt rear Lincoln Locker, cherokee springs, Alum radiator, 36" Super swampers, Stack & Snorkle, VDO gauges
--
2001 Dodge Ram 2500 4x4 Cummins Superchips, K&N, TST j-hook, transgo VDO gauges
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