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#1
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![]() While looking at "other" things under the hood, it struck me that it might be possible fit-wise to move the engine/trans another half inch towards the right. This would obviously require some tweaks to the exhaust routing, and a couple of frame clearance cuts for the right side headers and fuel pump removal clearance (along with modifying the motor mount horns), but that's not that tough of a job. My main question, until I crawl under the car and stare at the driveshaft, is if there's any obvious driveshaft angle issues that I'm not considering.
Thanks for any input. |
#2
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![]() Don't think there would be any driveline angle problems. Maybe some clearance issues with the transmission tunnel?
When you do crawl under there, can you do me a favor? I would like to know the driveshaft (horizontal) angle compared to the side rails of the chassis.
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#3
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![]() Long as yawl under there, I would like to know the height from drive yoke output sleeve at bottom, to bottom of the cross support...
like this 0 the in between distance on mine is 5" to this _ at 80 mph at ~2400 rpm with 336 rear and .70 overdrive 200 r4 auto the shifter is mounted to the cross support....I feel a LOT of vibration in the handle....not a GROSS amount, but alot more than I would imagine....so I thinking of driveshaft angles on the vertical plane..... ALSO, on that cross support, is the center section where the trans sets a different height than the two section outside of the exhaust loops?? reason is that I modified hell outta my cross support and I wonder if I screwed it up..... ![]()
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"Hell, there are no rules here ... we're trying to accomplish something." Thomas Edison I have a little list, let ALL of them be MIST...... |
#4
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#5
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Regarding the trans support center section, I looked at the old original support and it looks to be 1.5-2 inches lower than the top surfaces of the outside sections. |
#6
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When I was measuring mine, I found that the differential is horizontal and the engine is down 3.5 degrees at the transmission. If I were to assemble as is, the angle between the driveshaft and the differential would basically be 0 degrees. What I did was move the nose of the differential down to it's limit (about 1 degree). So that means moving the transmission output up until I get eqal angles. That means raising the transmission drastically and at this point I think I'm going to be cutting the tunnel out and moving it up. I really want to avoid that and am puzzled that factory cars have no angle at the differential. I also have a Tremec transmission which makes things more difficult (because of its size). |
#7
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I’m going from memory, undergraduate was a long time ago, but.... For u joints the same plane horz and vert would be optimum, no torque variations. To keep torque variations low, the axis of rotation should be parallel. [Only registered and activated users can see links. Click Here To Register...] This guy says direct in line is bad, but he wants some joint rotation. I assume for needle bearings. Otherwise I agree with his drawing. Last edited by rtj; 09-20-2018 at 12:05 AM.. |
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