Ep. 12 Is Your Jeep XJ Shaking? Try This Pinion Angle Fix!
**How to Set Up Your Jeep Cherokee XJ Driveline Angles After a Lift Kit (No More Vibrations!)** 🚙
In this classic XJtalk.com episode, host **Tony Muckleroy** is joined by XJ tech expert **Steve Howard (4.3LXJ)** for a complete masterclass on eliminating driveline vibrations on lifted Jeep Cherokees.
Steve breaks down the exact process for setting proper driveline and pinion angles on both **stock slip-yoke** and **Slip Yoke Eliminator (SYE)** setups. Whether you’re running a 4″, 4.5″, or higher lift, this episode delivers the tools, measurements, and techniques you need.
### Topics Covered:
– Why lifted XJs develop driveline vibrations + how to diagnose them
– Measuring transfer case and pinion angles with an angle finder
– Proper shimming technique (when & how much to use)
– Stock single U-joint vs. SYE / CV driveshaft geometry
– Leaf spring pack design: single-stage vs. two-stage springs
– Shackles, spring rates, flex, and load-carrying tips
– Real-world advice from decades of custom XJ builds
A must-watch for any XJ owner fighting shakes at speed, death wobble, or planning their next lift!
—
**📌 Timestamps:**
– 00:00 Show Opening and Guest Introduction
– 01:35 Steve Call and Ironman Sponsorship
– 03:32 Audio Check and Steve’s Off-Road Experience
– 05:21 Driveline Angle Topic Introduction
– 06:30 Understanding Driveline Angle Limits and Vibration
– 12:56 Measuring Angles with an Angle Finder
– 15:15 Extended Shackle Effects and Shim Adjustments
– 16:07 Speed-Related Vibration and Death Wobble
– 17:07 Driveline Disconnection and Strap Considerations
– 19:26 Measuring Transfer Case Angle and Podcast Resources
– 22:56 Confirming Transfer Case Five-Degree Angle
– 23:00 Pinion Angle Measurement Procedure
– 24:00 Single Yoke Eliminator Angle Setup
– 26:58 Calculating Shim Size by Angle Subtraction
– 28:51 Determining Shim Placement (Front or Back)
– 31:38 Single U-Joint Stock Driveline Procedure
– 33:49 Slip Yoke Eliminator Installation Method
– 40:21 Leaf Spring Types and Design Considerations
– 43:30 Transfer Case Choices for Dana 60
– 45:22 Leaf Spring Mounting and Lift Block Guidance
– 56:23 Show Wrap-Up and Final Drive Angle Insights
– 57:14 Contact Info, Sponsorship Reminder, and Closing
**🔧 Sponsored by Ironman 4×4** – Tough, adjustable control arms and suspension parts:
👉 https://ironman4x4fab.com
**Full show notes, pictures, and technical thread:**
👉 https://xjtalk.com
Drop your lift height and current setup in the comments — Steve and the XJtalk crew have seen it all!
👍 Like | 🔔 Subscribe | 💬 Comment your questions below
**#XJ #JeepCherokee #XJBuild #JeepLift #DrivelineAngles #PinionAngle #SlipYokeEliminator #JeepTech #XJTalk #OffroadJeep**
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Episode Transcript
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Execakia contexts don’t show Woah, the fetch one No (Music)
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Howdy guys, name here is Tony, motoroy from XJtalk.com. This is XJtalk.com show, every Wednesday night, 8pm Central.
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So we’ve got a few more in the chat room this week than we did last. It’s amazing what happens when you can start the show on time.
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Let’s see, what have we got? We’ve got eight people and two guests and a broadcaster. Oh, that’d be me.
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Hello to Weltman, Arganard, Punisher72, Dalton4x4. Who else do we have there? Lizardrunnerxj4iv, I bet you Scott’s falling asleep.
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I haven’t seen him chatting.
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(Music) As I mentioned, we have, as I mentioned to the folks in the chat room before the show, we have Steve Howard, 4.3LXJ from XJtalk.com. He’ll be live on the phone tonight. In fact, he’s on the phone right now. And he’ll be live. We’ll be discussing drive angles for your Jeep Cherokee.
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We’ll get started here in just a minute.
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(Music)
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This segment is brought to you by Ironman 4×4, the toughest, most adjustable control arms in the industry. Ironman 4×4 has a wide variety of rugged off-road suspension products that are overbuilt and underpriced. Visit Ironman4x4fab.com today. That’s Ironman4x4fab.com.
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XJtalk.com. XJtalk.com. It’s where you go when you’re not off-road. Yeah, and actually,
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Andy at Ironman4x4fab.com is hooking me up with some adjustable lower control arms. We’re doing a little trading on advertisement on XJtalk, and he’s hooking me up with some matching lower control arms, just like the upper control arms that I got from him not too long ago.
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So I will be fully Ironman-ed connected to my unibody and to my front axle. I’m pretty happy about that. I’ve been wanting to get the front end
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aligned, and I really didn’t want to do it if I wanted to adjust the lower control arms because I’ve got the original rough country lift control arms on there. Okay, let’s get Steve on the phone. Somebody’s calling.
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Somebody’s entering the drone phone. It’s an XJtalk live phone call. Hello, Steve. Are you there?
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I’m there.
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Excellent. I haven’t done any video yet, though, on my screen. Do you have anything that you’re doing? You know,
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Yeah, you may have to refresh it.
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There’s a… The banner’s up.
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Yeah, I’ve got the banner up, but I haven’t had anything else with the commercial. No, no. There’s no video for the commercials. It’s all… This is kind of a pseudo-radio station type thing, so…
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Okay. Don’t really do any kind of a video that go along with the commercial. That would be nice, but the primary focus of the show, in case any of you guys are wondering on the podcast, the primary focus of the show is audio.
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We throw the video up since we do the live show,
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so don’t expect much from the video. Okay?
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All right. I’m not expecting much.
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Can you guys hear Steve okay?
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That would be me asking you in the chat room. Okay. Good. Yep, everything. Wow. Arganar can actually hear for a change. It seems like your audio is always lower on your computer. They’re rainy.
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Glad to hear it’s sounding good.
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It’s okay, Daulza, and we can’t hear your grandson practicing his voice.
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Headphones. That’s a really good idea. When I’m listening to… Arganar says he’s using headphones, but when I’m listening to a show, especially live shows, I find that it’s best to use headphones because the audio levels can change so much. This is much like how the
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broadcast started in the 50s. You could never be sure what was going to happen.
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Okay, Steve, I’ve been promoting here over the last hour or so that you’re going to be talking about drive line angles. You may have a better way of putting it, or maybe I misread the pictures altogether.
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What exactly is it that you’re going to discuss?
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Well, that’s basically what it amounts to, is how to set up a drive line once you lift an XJ.
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We get that question so many times because people will
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buy a lift kit.
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As
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as they get it in and then they take it for a spin
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45 miles an hour, they’ve got all this shaking going on
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and they want to know how to fix it.
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What I wanted to do tonight is to
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go over the procedure on how to set the drive line up
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after your lift kit’s done.
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That way you won’t have to worry about the
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drive shaft vibrations and think, “What did I do now?”
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Correct me if I’m wrong, this is actually a fairly simple procedure, but it’s probably one of the most confusing things to do.
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Well, it seems to be for a lot of folks, it’s not confusing to me, but I’ve done it a lot.
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Well, experience is always the best teacher.
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Yeah, I started out doing this a long time ago when I was
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a firefighter. I used my considerable time off to
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seek employment at a local four-wheel drive shop.
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engine conversions and axle conversions and suspension conversions.
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We were always setting drive lines up. Then later on, I started up my own business
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custom lift kits.
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That was back in the middle 70s.
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did that for
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four or five years until Rancho put me out of business because I couldn’t compete with them. I think I had a Rancho. I think I had that on my 83 Chevy pickup, that sounds familiar.
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Yeah, I wouldn’t be surprised. A lot of people have Rancho stuff. It was pretty cheap. It seems like I got a four-inch lift for like $180 or something.
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Yeah, yeah, well, I couldn’t compete with that. My four-inch lifts, I think at the time, I was selling for about $300.
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Then I would install them, that was extra.
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Yeah, I actually had mine installed. I was like, gosh, 20,
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22, 23 years old. I was cruising, man. Of course, at that time, I didn’t realize that lift kits were new. To me, it was what a lot of people around Baytown, Texas were doing. Of course, a lot of people had six-inch lifts and I didn’t want to go as high. I didn’t like all that distance between the top of the tire and the fender of the truck.
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Yeah, well, a four-inch was all you really needed
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for most of the tires until they started getting taller tires and then that necessitated taller lifts. But yeah, a four-inch on those Chevy’s was just fine.
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Yep, I had 36.5-inch tires. Loved those tires. They were a little skinny,
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but I didn’t know what I was doing. I just went to the tire shop and told them that I wanted the big tire. I wanted the tire big enough to fit under the truck with the lift on it. I think I wound up having to cut some of the fender there in the parking lot. They supplied the hacksaw.
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That’s why you needed a six-inch lift.
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Yeah, I guess so. But I got a lot of compliments on it because it looked different. That was a nice thing. It looked different than everybody else. I didn’t have a six-inch lift. I had a four-inch lift and it got me everywhere I wanted to go.
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Well, the people that I talked to that had six-inch lifts in those days were really complaining about the gas mileage on those Chevy’s. You know, it was like eight miles to a gallon or something like that. Yeah, I wasn’t getting very good gas mileage, but you know, back then, it wasn’t that big a deal. I had dual tanks on it as well.
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Yes, we are. We are old Farts. And this old Fart has a really nice Jeep.
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There it is, jealous.
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It’s not the aged big Jim, it’s the mileage. And you’re putting a lot of mileage on right now.
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What are you doing? That’s true.
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Well, that 83 Chevy that I had, it looked really nice. It was midnight blue.
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And I never could pronounce the word toner, tonier cover with a Velcro to hold it on. I didn’t like the snaps.
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And
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cool thing was I had a push bar on the front of it. Of course, I didn’t know what the hell I was doing.
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And
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got a lot of looks, a lot of compliments. It was very high, but it wasn’t two inches higher. So I could still get in and out of it. I still had to grab hold of the steering wheel to get in. And I had mudder tires on it, so it was a blast. A lot of compliments. It was very much like having the Jeep, whenever I lifted the Jeep. I got so many compliments, it was very reminiscent of
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what I had done so many years earlier.
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But the transmission was
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That went out on me under warranty. And the engine developed a knocking sound.
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They had it for 30 days at the dealership trying to fix that knocking sound. And I think all it was, all it wound up being was the rod that the
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oil pump gets pushed by from the, I think it’s the crankshaft. Maybe it’s the, I can’t remember if it’s the camshaft or a crank. Anyway, the little rod that pushed the, that would push the oil pump, it was, there was a gap and it was slapping it. But they fixed it, but only, I don’t know why the hell, number one, I don’t know why they had it for 30 days. But they literally had it a month.
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Yeah, that 305 was way underpowered for that truck.
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Yeah, that wasn’t one of their better motors. No, I mean, the 350 would have been better, but
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a nice like 400, and I don’t know what was available on 83. A nice 400, something either a more cube, small block or better yet a big block. That would have been much better for that truck,
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especially with a 36.5 inch tires on it.
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Yeah, big blocks are always better in trucks. Yep.
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Love that torque. So, Steve, we can get going anytime you’re ready to.
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I’m fine. Let’s go.
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So what’s the first thing we need to talk about when it comes to drive line angles? Drive line angles, I’ll get it right.
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Well, the first thing you need to do is to figure out
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what
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kind of drive line setup you’re going to have, whether you’re going to use a conventional drive line like the stock drive line or whether you’re going to use a slop yoke eliminator
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because the procedures are different
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for setting those two up.
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So if you
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want to get the first picture up that I had there,
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we’ll start with the conventional drive line. And you can set these up on any XJ
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up to a 4.5 inch lift. And
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this is an image right off of Tom Wood’s website.
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And the point here is that you’re looking at the engine and it looks level, and if you draw a line through the pinion shaft,
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it looks level also.
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And what you have to do
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is to match those two angles. And when you lift a Jeep,
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many times those two angles are not matched anymore. They’re matched at the factory
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fairly close. They’re within a couple of degrees.
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If you’re
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anywhere within five degrees
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difference on those, you probably won’t have any vibrations.
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Once you hit about five degrees, they start vibrating at six, you start feeling it. And if you get to seven, it’s going to shake you out of the rig.
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So the object of this whole exercise is just to match those angles.
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And the only way that you really know how to do it is
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to
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get a angle finder and take the measurements.
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There’s really no other way to do it except just throw parts at it and keep buying them until you
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get the right combination and it stops on you. So in this situation, you wouldn’t want to shim anything to try to fix it because that would put the angle greater as you change the angle of the axle, correct? Well, actually, you probably might want to shim it. I guess you could shim it in the back so it would rotate the axle forward?
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Well,
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I’ll show you how to figure it out. Usually
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what happens is you end up tipping the pin down
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in this situation.
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What happens is
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if you get a lift kit with,
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say, an extended shackle,
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if you, for every inch, that shackle is extended according to my high school geometry,
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it changes the pinion angle by about one degree.
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So if you put on a four-inch
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extension on your shackle,
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four-inch extended shackle,
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and you already have a two-degree difference
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in the angle to start with from the factory,
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then what’s going to happen is that puts you,
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if you add them up, if they’re in the same direction about six degrees out, and it will probably vibrate. Adding an extended shackle is one of the most common causes
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of a vibration in a rear driveline on a Cherokee I think there is.
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So
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the point is, now also, each lift kit manufacturer
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designs their own springs.
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And
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some of them are curved a little differently than others, and some of them come with
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shims already on the springs.
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There’s no rule of thumb
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for that. And so what you have to do is
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once you get it installed
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and get the weight on the vehicle and it’s sitting there, you just have to get an angle finder out and start taking some measurements
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so you’ll know whether or not you need to measure it. And then you can make any other corrections. So let’s go to the next picture if you would. Okay, let me ask you a quick question about this one. This is an example of a stock
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XJ. This would be with the SYE. I’m sorry, not with the SYE, the stock with the Slippy Oak.
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Yeah, stock driveline, one you join in each end. Okay, and
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okay, well, I’ll save that because I think you’re going to answer it because the four and a half inch springs that I got from Rough Country had a little angled piece of metal built into it. Right. And I think that would have rotated the way it’s on there. It would have rotated the axle or the pinion up.
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So I’m a little concerned. I did buy an angle finder. I just haven’t used it yet. I’m going to be paying an inch and probably asking questions here for myself as well. Okay, good luck. Well, you’re okay. You’re okay, but it’s fun to play with so that you know about it in case you want to go a little higher or something. Well, actually, I am getting vibration, and I was going to ask that too. I think we’ve discussed this on the forum. I get vibration during acceleration. I mean, I get vibration while I’m going down the road. It’s hard to tell if it’s the tires or if it’s the driveline. But I do notice a little more vibration during acceleration around 55 miles an hour. This wouldn’t give you vibration
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at a certain speed or during acceleration. This would be a constant vibration, I would assume.
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Not always. Sometimes 55 is kind of the magic number.
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It’s kind of like it is for death wobble too. Death wobble seems to like that speed.
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It
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can come at around 55 and then leave again
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just due to the speed of the drive shaft. It will fade out.
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It doesn’t have enough time to really start
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moving anything else around so you don’t feel as much. But
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sometimes if it’s really out a long ways, you can
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start in at 35 miles an hour. And by the time you hit 65,
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you’re wondering if the XJ is going to start busting all the spot welds. Yeah, no, I don’t have that problem at all. So, okay, I’ll bring up the next picture.
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Okay.
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Okay, the first thing you want to do
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is to disconnect the rear driveline. And I have to apologize because this picture is kind of dark because I wanted to show something that’s kind of important when you do this.
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If you’ve got a stock
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Dana 35, and I’m not sure about
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the eight and a quarters, but on the Dana 35,
[00:17:48:12 – 00:17:50:03]
the
[00:17:50:03 – 00:17:54:12]
pinion yoke uses straps to hold in the U-joint.
[00:17:54:12 – 00:17:57:02]
And those straps, when you bolt them down, they stretch.
[00:17:57:02 – 00:17:59:00]
And
[00:17:59:00 – 00:18:00:07]
normally,
[00:18:00:07 – 00:18:11:00]
somebody like Tom Woods, when you buy a driveline from them, they want to sell you straps. And their reasoning is that you don’t want to throw a driveline. And they recommend
[00:18:11:00 – 00:18:21:28]
that every time you disconnect your driveline to get new straps and new bolts to go with it. I’ve never bought new bolts, and I’ve taken my driveline off a bunch, and I haven’t noticed any problem.
[00:18:23:05 – 00:18:26:28]
That’s kind of a cheap recommendation, and I’m not sure it’s really necessary.
[00:18:26:28 – 00:18:27:17]
But
[00:18:27:17 – 00:18:32:19]
the straps, I have stretched straps before and thrown drivelines
[00:18:32:19 – 00:18:36:08]
on some 1350U joints on my old Dodge pickup. So,
[00:18:36:08 – 00:18:39:02]
this is something you have to pay attention to.
[00:18:39:02 – 00:18:42:05]
Now, what I did here, if you can see it,
[00:18:42:05 – 00:18:51:07]
is I only took the straps loose on one side and pulled the bolts out and then rotated the straps so that they go back in the exact same position.
[00:18:51:07 – 00:18:52:02]
So,
[00:18:52:02 – 00:18:54:04]
basically, they should
[00:18:54:04 – 00:18:55:06]
not need
[00:18:55:06 – 00:18:55:28]
any
[00:18:55:28 – 00:18:57:27]
new ones this way.
[00:18:57:27 – 00:19:04:14]
You need to make sure that
[00:19:04:14 – 00:19:05:17]
those straps don’t get in a different position.
[00:19:05:17 – 00:19:08:25]
Now, I see someone says that I’m touching go on the audio.
[00:19:08:25 – 00:19:11:23]
Is it better now?
[00:19:11:23 – 00:19:24:23]
I garbling up on your end at all, Tony? No, it may be something related to u-stream or bandwidth because you’re constant here. I’m watching all the little lights and gauges, and you’re fine.
[00:19:26:00 – 00:19:26:00]
Okay.
[00:19:26:00 – 00:19:30:15]
All right. Well, I want to make sure they can hear me. No sense in listening to me, if you can’t understand what I’m saying.
[00:19:30:15 – 00:19:32:09]
So, anyway, first thing you do
[00:19:32:09 – 00:19:37:29]
is, you know, I’ve jacked my Jeep up here, and I disconnected the rear driveline, and the straps
[00:19:37:29 – 00:19:40:12]
are still attached loosely at one end.
[00:19:40:12 – 00:19:43:25]
So, I can keep track of them that way. They’ll go back on exactly the way
[00:19:43:25 – 00:19:45:01]
that they
[00:19:45:01 – 00:19:46:04]
came off.
[00:19:46:04 – 00:19:46:22]
Okay.
[00:19:46:22 – 00:19:48:17]
Let’s go to the next
[00:19:48:17 – 00:19:49:28]
slide right here.
[00:19:49:28 – 00:19:50:29]
Okay. It’s up.
[00:19:50:29 – 00:19:55:18]
It may be a while before you see it, Steve, so you might want to start talking about it as soon as I say it’s up.
[00:19:55:18 – 00:19:58:15]
Okay. Well, I don’t have it. There it is.
[00:19:58:15 – 00:20:02:18]
Okay. Here’s the angle finder. There’s my old crapshooter that I’ve had forever.
[00:20:02:18 – 00:20:06:17]
kicked it around my toolbox and made a couple of moves and everything that lasts a long time.
[00:20:06:17 – 00:20:12:20]
What you want to do with this first measurement is you want to measure the angle of your transfer case.
[00:20:12:20 – 00:20:14:17]
Now, this is my
[00:20:14:17 – 00:20:17:12]
disc parking brake on the back of my Atlas
[00:20:17:12 – 00:20:21:07]
since I don’t have a 231 in anymore or a 242.
[00:20:21:07 – 00:20:26:17]
But one of the good places to take this measurement
[00:20:26:17 – 00:20:30:21]
on either one of those new process transfer cases is the fill
[00:20:30:21 – 00:20:31:13]
nut.
[00:20:31:13 – 00:20:32:10]
It’s machined
[00:20:32:10 – 00:20:34:26]
and it’s machined at an exact right angle
[00:20:34:26 – 00:20:35:23]
to the
[00:20:35:23 – 00:20:39:11]
shaft that goes through the transfer case,
[00:20:39:11 – 00:20:40:29]
the output shaft. So,
[00:20:40:29 – 00:20:42:23]
the way these angle finders are set up,
[00:20:42:23 – 00:20:43:24]
they’re
[00:20:43:24 – 00:20:48:16]
set up in 90 degree increments. So, you can rotate them any way you want. And if you’re
[00:20:48:16 – 00:20:52:26]
checking the angle of something that’s 90 degrees different, it comes out exactly right.
[00:20:52:26 – 00:20:55:23]
So, I checked the angle of my
[00:20:55:23 – 00:20:58:19]
transfer case and it’s 5 degrees.
[00:20:58:19 – 00:20:59:06]
So,
[00:20:59:06 – 00:21:02:28]
what I have to do now if I’m going to set up a
[00:21:02:28 – 00:21:07:14]
standard driveline is I have to match that angle on the pinion.
[00:21:07:14 – 00:21:11:08]
Or get, you know, within a few degrees. You know, preferably
[00:21:11:08 – 00:21:15:05]
somewhere in the neighborhood of 2 or 3 degrees would be satisfactory.
[00:21:15:05 – 00:21:19:21]
So, once I’ve taken this measurement, that’s my goal. That’s the measurement that I’ve got to
[00:21:19:21 – 00:21:20:21]
shoot for
[00:21:20:21 – 00:21:22:08]
on the pinion.
[00:21:22:08 – 00:21:32:14]
Is there anything? I’m sorry, Steve. Is there anything special you have to do on this angle finder? Because, you know, I’ve got the angle finder, but you have to, do you center it to zero or
[00:21:32:14 – 00:21:41:29]
I mean, you just stick it on there and read what it says? It’s already zero. There’s a pointer on there. Don’t let that pointer throw you. You can adjust that. Put it any place you want.
[00:21:41:29 – 00:21:46:16]
I’ve never used that pointer. The thing that you have to pay attention to
[00:21:46:16 – 00:21:48:12]
here on the,
[00:21:48:12 – 00:21:50:23]
you’ll notice that there
[00:21:50:23 – 00:21:51:29]
four
[00:21:51:29 – 00:21:55:11]
places on that angle finder. If you’re looking at the numbers
[00:21:55:11 – 00:21:56:21]
where there’s a zero.
[00:21:56:21 – 00:22:01:26]
Okay. And then you notice the red there with that white line in the middle of it.
[00:22:01:26 – 00:22:02:13]
Right.
[00:22:02:13 – 00:22:03:14]
So,
[00:22:03:14 – 00:22:06:20]
you can see that the zero there, if you can,
[00:22:06:20 – 00:22:10:10]
you know, it’s not a very big image, but that zero is just to the left
[00:22:10:10 – 00:22:10:27]
of
[00:22:10:27 – 00:22:12:03]
that white line.
[00:22:12:03 – 00:22:14:08]
And so, there’s about a five,
[00:22:14:08 – 00:22:16:23]
that pointer is on about five degrees there.
[00:22:16:23 – 00:22:31:04]
So, you’re talking about the large red mark, the translucent red that’s at the bottom of the gauge. Right. And you’re actually reading the little white line where the white line is, is where the, how many degrees you’re
[00:22:31:04 – 00:22:33:04]
reading the number of degrees for the angle of the transfer case.
[00:22:33:04 – 00:22:57:01]
Yes, that is correct. Okay. And guys, and people listening on the podcast, this will be, I’ll have the images available on the podcast site. So, if you don’t know where that is, I’ll just tell you real quick. It’s podcasts, plural, dot xjtalk.com, or you can just go to xjtalk.com and click on podcasts on the nav bar at the very top. Okay. Go ahead, Steve.
[00:22:57:01 – 00:22:58:18]
Okay. So, we’ve got
[00:22:58:18 – 00:23:00:23]
that five degree measurement.
[00:23:00:23 – 00:23:04:20]
Now, the next measurement you take is on the face of the
[00:23:04:20 – 00:23:12:00]
pinion. You can’t do that in the oak
[00:23:12:00 – 00:23:13:23]
unless you pull a differential cover,
[00:23:13:23 – 00:23:17:07]
but we don’t need to do that. So, that’s why we disconnected
[00:23:17:07 – 00:23:17:27]
the
[00:23:17:27 – 00:23:19:23]
end of that driveline.
[00:23:19:23 – 00:23:22:00]
So, now let’s go to the next slide here.
[00:23:22:00 – 00:23:25:18]
Okay. Number four is the CV angle. Is that what you’re looking for?
[00:23:25:18 – 00:23:28:09]
Yeah. You want to need to measure the face
[00:23:28:09 – 00:23:33:27]
on that pinion, you know, where the straps go. Okay. This shows the double, what is it, double cardigan?
[00:23:33:27 – 00:23:35:00]
CV joint?
[00:23:35:00 – 00:23:37:29]
No, this is single. You have to do that. Yeah, we’re still doing that.
[00:23:37:29 – 00:23:41:20]
I’m sorry? Right, but this is number four. Do you want number four or number five?
[00:23:41:20 – 00:23:46:12]
Whatever the next one is, be number four, I guess. Okay. Number four is up.
[00:23:46:12 – 00:23:51:26]
It says the proper geometry for CV driveshaft. Oh, we missed one someplace.
[00:23:51:26 – 00:23:53:15]
Okay. Let me just explain it.
[00:23:55:03 – 00:23:56:00]
Would it be this one?
[00:23:56:00 – 00:23:58:01]
This is number five. Yeah, we’ve won somewhere.
[00:23:59:05 – 00:24:01:04]
That’s all right. Let me just explain it. Okay.
[00:24:01:04 – 00:24:04:05]
What you need to do is to measure
[00:24:04:05 – 00:24:06:14]
the machine surface on
[00:24:06:14 – 00:24:07:06]
the
[00:24:07:06 – 00:24:08:12]
pinion,
[00:24:08:12 – 00:24:09:15]
that yoke there.
[00:24:09:15 – 00:24:11:18]
That’s why we disconnected the driveshaft
[00:24:11:18 – 00:24:14:04]
so that we can get a nice flat spot there.
[00:24:14:04 – 00:24:15:16]
You measure that angle,
[00:24:15:16 – 00:24:17:09]
and let’s say it’s
[00:24:17:09 – 00:24:20:14]
10 degrees, or
[00:24:20:14 – 00:24:24:08]
maybe it’s only two degrees. We don’t know.
[00:24:24:08 – 00:24:28:06]
Let’s say, for instance, that we had about a five degree
[00:24:28:06 – 00:24:30:16]
angle on it to start with, and
[00:24:30:16 – 00:24:32:01]
for instance,
[00:24:32:01 – 00:24:32:22]
we
[00:24:32:22 – 00:24:36:26]
put in a four inch extended shackle with our kit,
[00:24:36:26 – 00:24:37:25]
and now
[00:24:37:25 – 00:24:41:13]
what we have is something around nine or 10 degrees.
[00:24:41:13 – 00:24:43:19]
That’s a very common scenario.
[00:24:43:19 – 00:24:49:26]
What’s going to happen there is that that driveshaft is going to vibrate because it’s
[00:24:49:26 – 00:24:51:15]
a little bit too far out.
[00:24:51:15 – 00:24:57:04]
What we want to do is a little subtraction. We’re going to subtract five from 10 and we get five degrees.
[00:24:57:04 – 00:24:59:08]
Now,
[00:24:59:08 – 00:25:06:16]
what we would do is we would go down, what I would do, I’d just go down in the Chico and I’d go to Payless, and
[00:25:06:16 – 00:25:09:07]
four by four, and I’d get myself a four degree shim
[00:25:09:07 – 00:25:10:11]
for the axle.
[00:25:10:11 – 00:25:11:14]
That shim,
[00:25:11:14 – 00:25:15:25]
and I’d also get a stop at Napa and get a new center bolt.
[00:25:15:25 – 00:25:17:18]
Then I would put
[00:25:17:18 – 00:25:24:21]
a C clamp on that rear spring. I would take the old center bolt out and I would install
[00:25:24:21 – 00:25:25:15]
this
[00:25:25:15 – 00:25:26:09]
shim
[00:25:26:09 – 00:25:36:01]
into the spring pack with the center bolt. When you say shim and center bolt, it would actually be a pair because it would be on both leaf springs.
[00:25:36:01 – 00:26:14:13]
Yeah, you do it on both sides. Let me just make sure real quick, I have the image up where you have the angle finder on the yoke. Just so everybody understands, and I’m going to draw in here, the yoke is this part right here, and I don’t know how long it will take for this to show up. Basically, where the bolts and the straps go, and I would assume it’s on either side of the yoke, Steve, that flat surface. Except that I left my straps on, remember, so you can only use one side. Oh, okay.
[00:26:15:14 – 00:26:42:24]
Whichever side doesn’t have the strap, if you took them both off, then… Which side doesn’t have the straps. So you can use either side, and it’s basically where the bolts go to hold on the straps. So that’s the area where you put this thing, and there’s no adjustment on the angle finder. You just read what it says, and again, it’s the large red area, and you actually read what’s in that little window, at least on this specific type of angle finder. Yours may be different.
[00:26:42:24 – 00:26:45:25]
Yeah, and that reading there is about 14 degrees.
[00:26:45:25 – 00:26:46:21]
Wow.
[00:26:46:21 – 00:26:49:02]
Okay. Now, I just…
[00:26:49:02 – 00:26:54:25]
My Jeep is set up for a single yoke eliminator. I’ve taken my axle loose, and I just let it flop, and
[00:26:54:25 – 00:26:59:06]
I said, “Yeah, that looks about right. I’ll take that measurement.” So
[00:26:59:06 – 00:27:05:24]
I took that measurement as a, for instance. Now, what I would do is I would subtract that 5 degrees
[00:27:05:24 – 00:27:07:14]
from that 14 degrees.
[00:27:07:14 – 00:27:08:14]
That gives me 9.
[00:27:08:14 – 00:27:09:24]
Now, you can get
[00:27:09:24 – 00:27:13:14]
shims in 2, 4, and 6-degree shims,
[00:27:13:14 – 00:27:25:01]
and that’s about it. So I would go get myself a 6-degree shim in this case. Okay, wait a minute. Why would you subtract that? Why would you subtract the 5 that you got from the back of your transfer case, from the 14 here?
[00:27:25:01 – 00:27:25:27]
Oh, okay.
[00:27:25:27 – 00:27:28:17]
You have 5
[00:27:28:17 – 00:27:30:22]
on the transfer case, right? Right.
[00:27:30:22 – 00:27:32:11]
And you want to
[00:27:32:11 – 00:27:36:24]
make the pinion as close to 5 degrees as possible.
[00:27:36:24 – 00:27:39:06]
So what you want to do is find the difference
[00:27:39:06 – 00:27:44:01]
between that 5 degrees that you’re aiming for and what you have.
[00:27:44:01 – 00:27:52:06]
Are the two 5 degrees… I mean, sorry, is the angle… The angle’s supposed to be the same on both the transfer case and the pinion.
[00:27:52:06 – 00:27:58:00]
Right. And so 5 degrees is where you want it to be, but it’s not 5 degrees there now. It’s at 14.
[00:27:58:00 – 00:28:08:18]
So I’m going to subtract 5 and I get 9 degrees, right? Okay. But is it possible that it could be leaning the other way? In other words, it could be a negative 3 degrees or…?
[00:28:08:18 – 00:28:10:05]
It could end up any old way.
[00:28:10:05 – 00:28:15:22]
And especially if you get a lift kit with a shim in it and you’ve added a shackle or you’ve added a…
[00:28:17:26 – 00:28:18:22]
What do they call those kits?
[00:28:18:22 – 00:28:20:18]
Blocks or something? Oh,
[00:28:20:18 – 00:28:26:10]
anyway, it changes the angle of your shackle, you know, and that
[00:28:26:10 – 00:28:28:17]
puts about another 2 inches
[00:28:28:17 – 00:28:30:14]
on the end of…
[00:28:30:14 – 00:28:33:22]
It’s like a 2-inch extended shackle when you get done.
[00:28:33:22 – 00:28:37:07]
You know, there’s any number of things that you can do
[00:28:37:07 – 00:28:40:08]
while you’re changing your suspension that
[00:28:40:08 – 00:28:56:27]
will alter that angle. And that’s why you need to measure it. There’s no rule of thumb. I understand that, but I’m talking about… Is it you always subtract the 2 values? Yeah, you always subtract the little one from the big one so that you find how much difference there is. Okay.
[00:28:56:27 – 00:29:00:26]
And the difference, that difference, you want to get a shim
[00:29:00:26 – 00:29:03:03]
that’s as close to that difference as you can.
[00:29:03:03 – 00:29:04:14]
So in this case,
[00:29:04:14 – 00:29:06:14]
I can only get a 6-degree shim.
[00:29:06:14 – 00:29:09:03]
That’s the biggest I can get. I can go down
[00:29:09:03 – 00:29:12:16]
and get myself a 6-degree shim and install that.
[00:29:12:16 – 00:29:15:01]
Okay, and that would get me down
[00:29:15:01 – 00:29:18:08]
degrees from 14 is down to 8
[00:29:18:08 – 00:29:22:05]
degrees. That’s within 3 degrees of my transfer case angle.
[00:29:22:05 – 00:29:23:13]
And so now
[00:29:23:13 – 00:29:25:28]
that driveline, even though it’s not perfect,
[00:29:25:28 – 00:29:29:12]
is close enough that it’s not going to vibrate.
[00:29:29:12 – 00:29:33:18]
And would that also be close enough to keep the…from eating up U-joints?
[00:29:33:18 – 00:29:38:29]
On a 4-1 by 5-inch lift, yeah, it’s close enough that you don’t have to worry about your U-joints. Okay.
[00:29:38:29 – 00:29:41:15]
Once you go above 4-1 by 5 inches,
[00:29:41:15 – 00:29:45:07]
the problem you run into is that our pinion
[00:29:45:07 – 00:29:46:17]
slip yokes
[00:29:46:17 – 00:29:55:01]
are very limited on the angle that they will accommodate. And so you have to…if you want to keep a standard driveline, and you can go higher than 4-1 by 5 inches
[00:29:55:01 – 00:29:58:10]
and keep a standard driveline, what you have to do is to get
[00:29:58:10 – 00:30:01:02]
a YJ slip yoke
[00:30:01:02 – 00:30:03:01]
for a 231 transfer case.
[00:30:03:01 – 00:30:05:03]
Those slip yokes have a longer
[00:30:05:03 – 00:30:06:07]
shaft on them,
[00:30:06:07 – 00:30:11:29]
or longer sleeve, that goes over the shaft, and they’re also cut deeper
[00:30:11:29 – 00:30:14:02]
so that they will accommodate more angle.
[00:30:14:02 – 00:30:14:21]
Okay.
[00:30:14:21 – 00:30:17:07]
And if you’ve ever been under a YJ,
[00:30:17:07 – 00:30:21:29]
they have a steep angle to start with before you lift them on that driveshaft.
[00:30:21:29 – 00:30:24:00]
Right. Because they’re so short.
[00:30:24:00 – 00:30:25:25]
That’s why they’re designed that way.
[00:30:25:25 – 00:30:29:06]
Rusty sells them.
[00:30:29:06 – 00:30:33:07]
Any data dealer can find one for you. Or you can go to Jeep and pay a lot of money
[00:30:33:07 – 00:30:36:06]
for one. But either way… That would be my choice.
[00:30:36:06 – 00:30:36:21]
Yeah.
[00:30:37:25 – 00:30:42:10]
But you want to get as close…those angles as close as you can. I see Weldman
[00:30:42:10 – 00:30:45:10]
or Detour says 2 degrees is preferable. I agree.
[00:30:45:10 – 00:30:51:07]
I would think zero would be what you would be shooting for, but you don’t want to stack shims, do you?
[00:30:51:07 – 00:30:53:11]
Well, it’s going to be fat on one end.
[00:30:53:11 – 00:30:55:01]
Okay. Now here’s the trick.
[00:30:55:01 – 00:30:58:14]
Depending on which way the pinion is rotated determines
[00:30:58:14 – 00:30:59:19]
on which side the
[00:30:59:19 – 00:31:03:03]
end of the spring the fat end goes.
[00:31:03:03 – 00:31:03:16]
Okay.
[00:31:03:16 – 00:31:05:13]
Okay. Now with this one,
[00:31:05:13 – 00:31:08:06]
the way I have it measured here,
[00:31:08:06 – 00:31:09:14]
I need to
[00:31:09:14 – 00:31:14:18]
bring the pinion angle down so I would put the fat side on the back.
[00:31:14:18 – 00:31:15:23]
Towards the back of the Jeep.
[00:31:15:23 – 00:31:19:12]
Right. Towards the back of the Jeep. If the pinion is too low
[00:31:19:12 – 00:31:20:03]
for
[00:31:20:03 – 00:31:22:02]
the transfer case angle,
[00:31:22:02 – 00:31:26:02]
then I would put the fat side in the front and it would raise the pinion up.
[00:31:26:02 – 00:31:37:20]
And I would assume you can check that just by taking the angle finder and physically moving it and seeing which way it needs to go. That way you could verify if it needed to go to the front or the back.
[00:31:37:20 – 00:31:39:25]
Yeah, and after you put your
[00:31:39:25 – 00:31:44:01]
shim in and raise your axle up and
[00:31:44:01 – 00:31:49:17]
let the weight of the Jeep down on it and everything, you want to check your measurements. Oh, yeah, absolutely. Yeah.
[00:31:49:17 – 00:31:57:01]
You don’t want to just throw it on there and say that’s it. You need to verify what you think is going to be true.
[00:31:57:01 – 00:32:02:02]
Yeah, it would be very obvious if it was wrong anyway, but you can verify it and see how close you are.
[00:32:02:02 – 00:32:03:05]
Anyway,
[00:32:03:05 – 00:32:06:04]
that’s what you do for standard
[00:32:06:04 – 00:32:08:08]
single U-joints.
[00:32:08:08 – 00:32:08:26]
And you can
[00:32:08:26 – 00:32:10:25]
put a pretty fair angle
[00:32:10:25 – 00:32:13:08]
on that drive shaft. I’ve run
[00:32:13:08 – 00:32:16:04]
five inches of lift just on the standard
[00:32:16:04 – 00:32:19:27]
drive line with a stock XJ main leaf and
[00:32:19:27 – 00:32:22:15]
everything. And I didn’t have any trouble.
[00:32:22:15 – 00:32:24:08]
So it can be done. But
[00:32:24:08 – 00:32:26:10]
one thing that happens is that
[00:32:26:10 – 00:32:30:01]
there’s a difference in those angles, the way that they’re set up
[00:32:30:01 – 00:32:31:11]
between the
[00:32:31:11 – 00:32:34:24]
96 and up Jeeps and
[00:32:34:24 – 00:32:36:20]
the earlier Jeeps.
[00:32:36:20 – 00:32:44:29]
And I don’t know what the difference is, but it’s enough that a lift kit with the earlier Jeeps works real good. You put it on the later ones
[00:32:44:29 – 00:32:54:28]
after the body style changed and everybody gets drive line vibrations and say that you have to go to a slip-yoke eliminator with three inches of lift and all that stuff. No, you don’t.
[00:32:54:28 – 00:32:56:21]
Set your drive line up properly.
[00:32:56:21 – 00:33:12:24]
Well, I think I need to do some work on mine that’s going to require me to take the drive shaft out. So when I have it out, I’ll go through this and make some notes and report on the website how my 98 is with a four and a half inch lift.
[00:33:12:24 – 00:33:15:17]
You know, the difference between the angles.
[00:33:15:17 – 00:33:18:09]
One of the things I want to do is I want to get another guy out here and
[00:33:18:09 – 00:33:22:11]
take some better pictures. We’re going to be setting his drive line up because we’re going to be lifting his
[00:33:22:11 – 00:33:27:18]
XJ up. So we’ll go through the whole thing with his and he can help me take pictures. You
[00:33:27:18 – 00:33:29:20]
know, above Timberline Rich,
[00:33:29:20 – 00:33:33:19]
he’s real good at doing technical write-ups. He used to do it for a living.
[00:33:33:19 – 00:33:36:10]
And so he does a great job with that stuff and
[00:33:36:10 – 00:33:40:12]
we’ll get together and make something decent to
[00:33:40:12 – 00:33:42:23]
stick in the technical section. Excellent.
[00:33:42:23 – 00:33:43:20]
But anyway,
[00:33:43:20 – 00:33:46:28]
okay, that’s a procedure now for
[00:33:46:28 – 00:33:49:06]
the single U joint stock drive line.
[00:33:49:06 – 00:33:50:14]
Now, if
[00:33:50:14 – 00:33:52:22]
you go to a slip yoke eliminator,
[00:33:52:22 – 00:33:54:08]
you have a different procedure
[00:33:54:08 – 00:33:55:29]
than you do with the single U joint.
[00:33:55:29 – 00:34:01:10]
So why don’t we go to the picture of the geometry of the
[00:34:01:10 – 00:34:07:15]
slip yoke eliminator drive line? Would that be proper geometry for CV drive shaft?
[00:34:07:15 – 00:34:09:19]
Yeah, CV drive shaft. Okay, got it up.
[00:34:09:19 – 00:34:12:27]
And Steve’s just waiting for the image to show up on his screen.
[00:34:12:27 – 00:34:20:25]
I’m reading some of the posts here. You know, everybody wants me to set up their Dana 60 and all that. Anyway. I
[00:34:20:25 – 00:34:28:12]
know who that is. Now, that was XJ4-IV. Yeah, that’s true. Anyway, yeah.
[00:34:28:12 – 00:34:31:21]
You notice that the engine is level again here, but now the
[00:34:31:21 – 00:34:33:17]
differential is tipped up.
[00:34:33:17 – 00:34:36:08]
And you have a straight line
[00:34:36:08 – 00:34:38:21]
that goes through the shaft
[00:34:38:21 – 00:34:42:04]
and through the pinion too. They’re both the same angle. So
[00:34:42:04 – 00:34:43:06]
you want to do
[00:34:43:06 – 00:34:44:19]
with this situation,
[00:34:44:19 – 00:34:49:07]
instead of matching the angle of the pinion to the angle of the transfer case,
[00:34:49:07 – 00:34:51:29]
you want to match the pinion
[00:34:51:29 – 00:34:55:10]
angle to the angle of the rear of the drive line.
[00:34:55:10 – 00:34:56:19]
So that’s a straight line.
[00:34:56:19 – 00:34:58:11]
Okay, let’s go to the next image
[00:34:58:11 – 00:34:58:28]
So now
[00:34:58:28 – 00:35:04:08]
we don’t have to measure the transfer case. We don’t care what that is. That’s the whole point of a split-field eliminator.
[00:35:04:08 – 00:35:06:02]
It doesn’t matter what angle that is
[00:35:06:02 – 00:35:08:11]
or whether you’ve got a transfer case drop or not.
[00:35:08:11 – 00:35:10:12]
And actually, if you’re running one of these,
[00:35:10:12 – 00:35:14:13]
you don’t want to run a transfer case drop. You want to tuck that transfer case up as high as you can.
[00:35:14:13 – 00:35:20:16]
It looks like you’ve got some sort of straight edge in this picture. Is that the correct picture?
[00:35:21:08 – 00:35:24:04]
Yeah, that’s what I’ve got there. I’ve got a regular old
[00:35:24:04 – 00:35:26:28]
common square from the hardware store.
[00:35:26:28 – 00:35:30:12]
And all I did was I couldn’t find any string.
[00:35:30:12 – 00:35:33:25]
We seem to be stringless around here. So I got a piece of red
[00:35:33:25 – 00:35:34:25]
copper wire
[00:35:34:25 – 00:35:40:01]
and attached it to the universal joint on the drive shaft and stretched it out
[00:35:40:01 – 00:35:42:23]
and put the face of this square
[00:35:42:23 – 00:35:43:13]
up
[00:35:43:13 – 00:35:44:12]
on the pinion
[00:35:44:12 – 00:35:47:03]
face there. Still have my rear drive line just connected.
[00:35:47:03 – 00:35:55:00]
So that’s the same. That part of it’s the same. And I just tipped the pinion up until the straight edge is roughly parallel with that wire.
[00:35:55:00 – 00:35:56:15]
And that’s
[00:35:56:15 – 00:35:57:14]
all you have to do
[00:35:57:14 – 00:36:02:21]
except that you need to take your starting and your finished measurement there.
[00:36:02:21 – 00:36:08:21]
And to tip that up, all I do is put a hydraulic jack under the front of the
[00:36:08:21 – 00:36:11:24]
differential and I just jack it up
[00:36:11:24 – 00:36:13:00]
until it looks right
[00:36:13:00 – 00:36:21:08]
with the U-Wolks loose. And all you have to do is pretty simple. Okay, so tell me where the wire, what’s the wire attached to on the front?
[00:36:21:08 – 00:36:24:10]
The universal joint on the back of the transfer case.
[00:36:24:10 – 00:36:40:27]
Oh, okay. You said drive shaft earlier and I was thinking the drive shaft isn’t here and I was confused. I thought maybe it was hanging down and we couldn’t see it. So you’ve attached? It is hanging down and you can’t see it. Okay, but you’re attaching to the universal joint that is the one closest to the transfer case?
[00:36:40:27 – 00:36:44:14]
That’s correct. Yeah, my CV joint is
[00:36:44:14 – 00:36:47:22]
still on the back of the transfer case and so I just tied the wire to
[00:36:47:22 – 00:36:51:06]
the universal joint and stretched it out there.
[00:36:51:06 – 00:36:54:28]
And so you can just take your straight edge and
[00:36:54:28 – 00:36:57:27]
look at it and jack the front up a little bit.
[00:36:57:27 – 00:36:58:26]
And
[00:36:58:26 – 00:37:05:10]
if you want to do it that way, just keep doing it until they’re roughly parallel and that’s where you stop. Take your measurement
[00:37:05:10 – 00:37:07:01]
and again you subtract
[00:37:07:01 – 00:37:08:10]
the two values.
[00:37:08:10 – 00:37:12:04]
Let’s say you started with five degrees and now you ended up with
[00:37:12:04 – 00:37:14:11]
ten degrees.
[00:37:14:11 – 00:37:17:25]
That means you need to go get yourself a four degree shim.
[00:37:17:25 – 00:37:24:22]
Okay, I’m a little dense. Where’s your measurement coming from? Because you don’t have the… The face of the pinion
[00:37:24:22 – 00:37:25:20]
to start with
[00:37:25:20 – 00:37:27:06]
is with the weight on the
[00:37:27:06 – 00:37:29:24]
axle. So it’s where it’s going to be.
[00:37:30:28 – 00:37:32:17]
you’ve disconnected your driveline.
[00:37:32:17 – 00:37:35:29]
You put your angle finder on the face just like we did before.
[00:37:35:29 – 00:37:37:23]
And you take the first measurement
[00:37:37:23 – 00:37:39:17]
it’ll be about five degrees
[00:37:39:17 – 00:37:40:19]
on a stock rig.
[00:37:40:19 – 00:37:41:22]
And then you
[00:37:41:22 – 00:37:45:04]
now that you want to have a straight shot
[00:37:45:04 – 00:37:46:24]
from the pinion up to the
[00:37:46:24 – 00:37:49:16]
transfer case
[00:37:49:16 – 00:37:49:29]
there.
[00:37:49:29 – 00:37:52:08]
You just keep jacking that pinion up until
[00:37:52:08 – 00:37:58:17]
this straight edge here is parallel with that wire or string that you’ve tied there. Or
[00:37:58:17 – 00:38:14:24]
if you want to do it a little faster and easier if you feel comfortable doing it, you can just eyeball it. You can tell whether it’s a straight shot or not within a degree or so. Sure, but when you say jack it up, you’re talking about rotating the axle, the pumpkin. You’re rotating it to match the angle.
[00:38:14:24 – 00:38:20:05]
Yeah, just jack the pinion up the front of the differential and it’ll start tipping up
[00:38:20:05 – 00:38:21:07]
and
[00:38:21:07 – 00:38:22:10]
you’ll see it.
[00:38:22:10 – 00:38:28:03]
When I set my own up, I didn’t use this square method. I robbed that off a pirate.
[00:38:28:03 – 00:38:31:01]
I thought, good idea, I happened to see it yesterday.
[00:38:31:01 – 00:38:45:10]
So I thought I would throw it in here, but you can just eyeball it. So whenever you rotate the axle, the U-bolts have been loosened or removed. Oh yeah, well I don’t remove them, I just loosen them up.
[00:38:45:10 – 00:39:04:06]
That way the vehicle can’t fall. To me when you say jack it up, I’m thinking you’re actually lifting the axle and that was where I was getting confused. So you loosen the U-bolts holding the axle to the leaf springs so that you can rotate it. And then when you jack, the jacking up of the axle has to do with rotating the pumpkin up
[00:39:04:06 – 00:39:07:24]
so that you can match the angle. Or I guess down, but probably it’s going to be up
[00:39:07:24 – 00:39:10:07]
you can get the same angle.
[00:39:10:07 – 00:39:21:02]
then once you’ve got it eyeballed or measured, now you do the same subtraction and now you know what shim size you need to get to go in between there to do the straight shot.
[00:39:21:02 – 00:39:22:25]
The fat part goes to the front,
[00:39:22:25 – 00:39:24:04]
always on this.
[00:39:24:04 – 00:39:28:04]
And then you bolt it all up, bolt your drive shaft in,
[00:39:28:04 – 00:39:29:24]
as long as it’s
[00:39:29:24 – 00:39:32:12]
within 2 or 3 degrees, it’s not going to vibrate.
[00:39:32:12 – 00:39:33:02]
Gotcha.
[00:39:33:02 – 00:39:34:04]
Now I have
[00:39:34:04 – 00:39:38:26]
found several vehicles when my son and I were looking for a Jeep for him.
[00:39:38:26 – 00:39:41:06]
You know, we got on Craig’s list and we
[00:39:41:06 – 00:39:43:06]
went looking at various Jeeps.
[00:39:43:06 – 00:39:44:17]
And we looked at
[00:39:44:17 – 00:39:48:01]
two Jeeps that were lifted and both of them had
[00:39:48:01 – 00:39:51:02]
slip yoke eliminators or
[00:39:51:02 – 00:39:53:01]
some kind of CV set up.
[00:39:53:01 – 00:39:58:23]
And neither one of them had tipped the pinion up. So the drive shafts just vibrated like crazy
[00:39:58:23 – 00:40:00:17]
at about 50 miles an hour.
[00:40:00:17 – 00:40:03:29]
And he was a little concerned about that. I said, “Don’t worry about it, son.
[00:40:03:29 – 00:40:05:27]
We can fix this in about 10 minutes.”
[00:40:05:27 – 00:40:08:27]
But we didn’t end up getting either one of those. But
[00:40:08:27 – 00:40:11:03]
it’s very common to
[00:40:11:03 – 00:40:12:23]
put one of those in and
[00:40:12:23 – 00:40:16:28]
get the pinion angle right. And if you don’t get it right, it will vibrate.
[00:40:16:28 – 00:40:18:20]
It will vibrate worse than if you had
[00:40:18:20 – 00:40:20:02]
kept your stock driveline.
[00:40:20:02 – 00:40:21:06]
Yeah, it makes sense.
[00:40:21:06 – 00:40:27:24]
Okie dokie, you’ve got a few other pictures here. Is that another direction you want to go or something you want to add?
[00:40:27:24 – 00:40:31:20]
Ok, I’m ready to entertain questions. Ok,
[00:40:31:20 – 00:40:38:29]
so guys, do you have any questions for Steve, 4.3LXJ on how to set up the drive angle on your XJ?
[00:40:38:29 – 00:40:41:21]
Looks like there’s conversations going on.
[00:40:41:21 – 00:40:42:18]
Let’s see.
[00:40:42:18 – 00:40:46:05]
Scott, XJ4IV says, “Ooh, me, me, me.”
[00:40:46:05 – 00:40:47:19]
Yeah,
[00:40:47:19 – 00:40:51:14]
he’s asking about a 13.10 yoke for a 16. No, I don’t think they do.
[00:40:51:14 – 00:40:56:06]
So… You guys ask away. You don’t have to wait to ask. You’ve got questions to ask them.
[00:40:56:06 – 00:41:05:28]
I’ll just say while we’re waiting for a question that Steve is a moderator and one of our technical experts on XJTalk.com.
[00:41:05:28 – 00:41:17:26]
And of course, if you’ve read the new disclaimer, XJTalk.com information is for entertainment purposes only. You take the full responsibility for any modifications that you make to your Jeep,
[00:41:17:26 – 00:41:18:27]
not us.
[00:41:18:27 – 00:41:22:26]
Weldman says, “What about offset U-joint for Scott’s problem?”
[00:41:22:26 – 00:41:24:19]
Offset U-joints?
[00:41:24:19 – 00:41:27:29]
What’s Scott’s problem?
[00:41:28:28 – 00:41:34:18]
I think, I guess this is in relation to they make a 13 yoke for the 60.
[00:41:34:18 – 00:41:36:16]
Oh, the 13? Yeah.
[00:41:36:16 – 00:41:41:04]
There is an offset U-joint, but as far as I know, they’re only for front axles.
[00:41:41:04 – 00:41:42:16]
Let’s see.
[00:41:44:06 – 00:41:47:17]
Detour says, “I have nothing. Not even smart butt.”
[00:41:50:23 – 00:41:52:08]
That’s pretty unusual when Detour says anything to talk about.
[00:41:52:08 – 00:41:54:28]
What I would do if I was
[00:41:54:28 – 00:41:57:08]
What
[00:41:57:08 – 00:42:05:02]
I would do is take my stock drive shaft down and just have a different end put on it, a
[00:42:05:02 – 00:42:07:24]
or whatever it is end that he has.
[00:42:07:24 – 00:42:10:24]
You can get a 1330 if you want, if you don’t want to go so big.
[00:42:10:24 – 00:42:18:14]
So Scott says in the chat room, “I’m trying to–” that’s XJ4IV. “I’m trying to avoid buying new drive shafts right now.”
[00:42:19:23 – 00:42:30:15]
That’s what I’m saying. Yes, and Steve is saying that take the drive shaft down and have a different end put on it so you can use the same drive shaft and still have it made up with the Dana 60 yoke.
[00:42:30:15 – 00:42:31:09]
Yes,
[00:42:31:09 – 00:42:33:02]
a lot cheaper than buying a whole new shaft.
[00:42:33:02 – 00:42:38:05]
Let’s see. Big Jim. I want to know why I have no vibes when I set my drive line angles
[00:42:38:05 – 00:42:41:19]
you would for a CV drive shaft when I have
[00:42:41:19 – 00:42:50:03]
drive shaft. I don’t know if I have– I’ll start making some measurements. You may just be within that five degree window.
[00:42:50:03 – 00:42:56:29]
Yes, Jim, why don’t you check the angle finder and see what the angles are? That might answer our question.
[00:42:56:29 – 00:43:02:26]
I mean, if you’re within– what is it, Steve? Less than six degrees you need to be to not have vibrations?
[00:43:02:26 – 00:43:05:07]
Yes, less than six. Preferably less than five.
[00:43:05:07 – 00:43:13:15]
And Scott, XJ4IV says, “Would that be a weak point having the drive shafts stay stock size?”
[00:43:13:15 – 00:43:16:01]
I guess that would be putting the new end on it.
[00:43:16:01 – 00:43:18:18]
No, it’s not going to make it any weaker
[00:43:18:18 – 00:43:19:23]
than it already is.
[00:43:19:23 – 00:43:28:29]
I would think that if you have a Dana 60s and you use the standard drive shafts, your weak point is going to be probably the transfer case at that point.
[00:43:28:29 – 00:43:30:13]
Yeah, probably so.
[00:43:30:13 – 00:43:34:05]
Is running a 231 a good idea on a Dana 60
[00:43:34:05 – 00:43:37:21]
using two Dana 60s? Huh? It’s done all the time? Okay.
[00:43:37:21 – 00:43:38:21]
Yeah,
[00:43:38:21 – 00:43:42:23]
it’s not a big deal to run a 231. I mean, it’s not like
[00:43:42:23 – 00:43:46:16]
running a 241 OR or anything like that, but
[00:43:46:16 – 00:44:02:04]
it’s not that big a deal. A lot of people do it. That’s amazing. I would– the 231 and the 242, both, you know, with the chain drive, and it just doesn’t look like it could handle that much umph, but I guess it’s not dead weight. Tires–
[00:44:02:04 – 00:44:04:19]
it’s not the differential, it’s the tires.
[00:44:04:19 – 00:44:05:05]
And
[00:44:05:05 – 00:44:09:13]
lockers and the kind of terrain you have. Right.
[00:44:09:13 – 00:44:11:04]
How much torque you’re putting on it?
[00:44:11:04 – 00:44:11:23]
Right.
[00:44:11:23 – 00:44:14:03]
That’s the deciding factor.
[00:44:14:03 – 00:44:17:26]
You’re going to put 38-inch tires on lockers and hit the rocks,
[00:44:17:26 – 00:44:25:14]
that 231 may not last all that long. You were going to go with 30s on– 30-inch tires on those Dana 60s, weren’t you, Scott?
[00:44:25:14 – 00:44:28:02]
I think he was going for the low rider look.
[00:44:29:14 – 00:44:31:11]
Well, 30s would be definitely a low rider.
[00:44:32:21 – 00:44:38:25]
That would be a pumpkin dragger. Yeah, we could go well for crawling with that.
[00:44:41:03 – 00:44:41:11]
Yeah, 38s.
[00:44:41:11 – 00:44:43:02]
Oh, 38 crawler TAs?
[00:44:43:02 – 00:44:44:20]
Right. Those are pretty sticky.
[00:44:44:20 – 00:44:47:23]
And I don’t think you would have lockers at first, would you, Scott?
[00:44:47:23 – 00:44:50:09]
Yeah. Very, very expensive.
[00:44:50:09 – 00:44:53:13]
That’s okay. You’ll have a house that you can sell to pay for all this.
[00:44:53:13 – 00:44:59:29]
Yeah, he said he’s going to have lockers right away. Well, as long as he stays out of the rocks, you guys are mainly mud down there anyway.
[00:45:01:02 – 00:45:02:00]
He doesn’t like the mud.
[00:45:02:00 – 00:45:05:25]
He doesn’t like mud? He doesn’t like mud. He hates mud. He’s pretty.
[00:45:05:25 – 00:45:09:17]
Yeah, okay. 513 gears on lock.
[00:45:09:17 – 00:45:12:09]
He’s a little bit rock and roll and I’m a little bit country.
[00:45:13:19 – 00:45:15:18]
I’m sorry I misread that. He says I’m a rocker.
[00:45:15:18 – 00:45:17:03]
Yeah, yeah, yeah.
[00:45:17:03 – 00:45:19:05]
And he’s not referring to music, huh?
[00:45:21:16 – 00:45:21:22]
I agree, Jim.
[00:45:21:22 – 00:45:26:25]
Well, if we don’t have any other questions, we can move on to leaf spring design if you want. Okay.
[00:45:26:25 – 00:45:29:09]
So I would assume that would be the picture with leaf spring.
[00:45:29:09 – 00:45:33:28]
Yeah, there’s only two pictures here with leaf springs. Yep. Okay, I’ve got the number eight up.
[00:45:33:28 – 00:45:37:05]
It looks like somebody’s been doing some cutting here and
[00:45:37:05 – 00:45:38:22]
I’m not talking about an emo.
[00:45:38:22 – 00:45:40:03]
So what are we looking at, Steve?
[00:45:40:03 – 00:45:40:28]
Okay.
[00:45:40:28 – 00:45:44:09]
First picture here is a…
[00:45:44:09 – 00:45:46:25]
just a spring, a two-staked spring.
[00:45:46:25 – 00:45:49:29]
This particular one is an exuzu spring.
[00:45:49:29 – 00:45:51:08]
But when I took it apart
[00:45:51:08 – 00:45:52:17]
here, the thing that
[00:45:52:17 – 00:45:54:26]
I wanted to draw your attention to
[00:45:54:26 – 00:45:56:28]
is that you see that just sitting there,
[00:45:56:28 – 00:45:58:23]
there’s space between the leaves.
[00:45:58:23 – 00:46:01:00]
There’s a term for that. It’s called snap.
[00:46:01:00 – 00:46:03:14]
And a properly designed
[00:46:03:14 – 00:46:09:06]
leaf spring is going to have a little bit of snap, at least an eighth of an inch between leaves.
[00:46:09:06 – 00:46:10:18]
So when you’re making a
[00:46:10:18 – 00:46:11:21]
pack up,
[00:46:11:21 – 00:46:13:01]
you want to make sure
[00:46:13:01 – 00:46:14:01]
that the
[00:46:14:01 – 00:46:16:10]
spring is like that. There’s a little snap
[00:46:16:10 – 00:46:17:20]
between
[00:46:17:20 – 00:46:18:23]
each leaf.
[00:46:18:23 – 00:46:21:16]
It’s not the end of the world if you don’t,
[00:46:21:16 – 00:46:22:03]
but
[00:46:22:03 – 00:46:25:14]
what that does is ensure that you have a nice, even
[00:46:25:14 – 00:46:30:13]
rate on your spring. If you’ve got leaves in there that are different
[00:46:30:13 – 00:46:32:24]
arch,
[00:46:32:24 – 00:46:37:10]
so if you’ve got some that are high arched, you’ve got some in the middle that aren’t, and then maybe
[00:46:37:10 – 00:46:38:02]
a
[00:46:38:02 – 00:46:39:17]
high arch underneath it,
[00:46:40:15 – 00:46:42:09]
it’s not going to have a nice, smooth
[00:46:42:09 – 00:46:45:23]
spring rate. It’s going to have kind of a funny spring rate.
[00:46:45:23 – 00:46:48:15]
And in order for it to act like
[00:46:48:15 – 00:46:50:28]
a stock spring would, like you’re used to,
[00:46:50:28 – 00:46:53:20]
it needs to have these characteristics.
[00:46:53:20 – 00:46:55:03]
So when we
[00:46:55:03 – 00:46:55:23]
make a
[00:46:55:23 – 00:46:56:21]
pack,
[00:46:56:21 – 00:46:58:15]
now you’re going to put these springs
[00:46:58:15 – 00:47:07:04]
up against a main leaf, an XJ main leaf. The XJ main leaf only has four inches of free arch, so it has a lot of distance there, which is okay.
[00:47:07:04 – 00:47:10:12]
It’ll still work like it’s supposed to.
[00:47:10:12 – 00:47:11:07]
And
[00:47:11:07 – 00:47:12:28]
so the next question is,
[00:47:12:28 – 00:47:16:23]
do you want to have a single stage spring or a two stage spring?
[00:47:16:23 – 00:47:21:08]
Now, single stage is what came on the Cherokee. That means that all the leaves
[00:47:21:08 – 00:47:24:03]
have about the same arch, and they have,
[00:47:24:03 – 00:47:25:14]
you know, they’re in,
[00:47:25:14 – 00:47:26:24]
they’re four different lengths.
[00:47:26:24 – 00:47:31:14]
And so a single stage spring, the stage refers to the
[00:47:31:14 – 00:47:32:14]
spring rate.
[00:47:32:14 – 00:47:34:12]
So it’s got a constant spring rate
[00:47:34:12 – 00:47:35:29]
when you push on it.
[00:47:35:29 – 00:47:36:26]
And
[00:47:36:26 – 00:47:37:16]
the
[00:47:37:16 – 00:47:39:03]
single stage spring
[00:47:39:03 – 00:47:40:24]
has the most flex
[00:47:40:24 – 00:47:42:14]
that you can build into it,
[00:47:42:14 – 00:47:44:03]
which may be what you want.
[00:47:44:03 – 00:47:47:20]
This is the kind of a spring that’s going to stuff up into the fender well,
[00:47:47:20 – 00:47:49:03]
very well.
[00:47:49:03 – 00:47:51:05]
And in fact, on my own,
[00:47:51:05 – 00:47:54:23]
I set mine up with a single stage spring with these
[00:47:54:23 – 00:47:59:13]
leaves in, and I can stuff the tire all the way up into the fender well and hit the bump stop
[00:47:59:13 – 00:48:01:02]
that I’ve extended a little bit.
[00:48:01:02 – 00:48:02:00]
And
[00:48:02:00 – 00:48:02:21]
so
[00:48:02:21 – 00:48:07:07]
let’s go to the next picture there if we can, Tony. Okay, got it up.
[00:48:07:07 – 00:48:10:07]
What’s the difference between these two? This one looks like it’s put together.
[00:48:10:07 – 00:48:18:04]
Yeah, well, this is actually the same spring, but you notice there’s a, I haven’t got the picture yet, but there’s a flat leaf on the bottom. Right.
[00:48:18:04 – 00:48:20:18]
Okay, this is called a two-stage spring.
[00:48:20:18 – 00:48:23:08]
I think I’m understanding now.
[00:48:23:08 – 00:48:24:01]
Okay,
[00:48:24:01 – 00:48:25:26]
what that means is that
[00:48:25:26 – 00:48:28:07]
you’ve got a single stage
[00:48:28:07 – 00:48:30:11]
on the top there, those top leaves,
[00:48:30:11 – 00:48:31:29]
and as you press them down,
[00:48:31:29 – 00:48:36:21]
they’ll come to the point where they hit that bottom leaf there,
[00:48:36:21 – 00:48:38:17]
and it’s pretty thick and heavy.
[00:48:38:17 – 00:48:39:11]
And this
[00:48:39:11 – 00:48:40:19]
type of spring
[00:48:40:19 – 00:48:43:17]
is the type that you get on a pickup
[00:48:43:17 – 00:48:44:19]
or
[00:48:44:19 – 00:48:48:13]
they’re real common on S-10s. You get an S-10
[00:48:48:13 – 00:48:50:15]
spring, they look like this,
[00:48:50:15 – 00:48:52:14]
and what they will do
[00:48:52:14 – 00:48:54:03]
is once
[00:48:54:03 – 00:48:56:12]
those leaf springs go flat
[00:48:56:12 – 00:48:57:08]
on that
[00:48:57:08 – 00:49:00:20]
tough bottom leaf there, they don’t move much further.
[00:49:00:20 – 00:49:01:20]
So if you’re
[00:49:01:20 – 00:49:02:15]
making a
[00:49:02:15 – 00:49:04:05]
pack, the point here
[00:49:04:05 – 00:49:09:12]
is that if you don’t want your tire to stuff way up into the fender well,
[00:49:09:12 – 00:49:11:22]
this is the kind of spring that you would use,
[00:49:11:22 – 00:49:13:00]
because it’s not going to bend
[00:49:13:00 – 00:49:15:14]
over backwards on you. Right.
[00:49:15:14 – 00:49:17:16]
I see somebody saying overload.
[00:49:17:16 – 00:49:20:12]
That’s really not an overload spring, but everybody calls it one. I
[00:49:20:12 – 00:49:22:21]
see Weldman and
[00:49:22:21 – 00:49:25:05]
XJ4IV have both used that word.
[00:49:25:05 – 00:49:29:24]
It’s really the common, the proper term is the second stage,
[00:49:29:24 – 00:49:30:11]
but
[00:49:30:11 – 00:49:32:22]
a real overload spring
[00:49:32:22 – 00:49:34:22]
is a spring that goes on the top.
[00:49:34:22 – 00:49:35:21]
Well, that’s interesting.
[00:49:35:21 – 00:49:37:07]
So anyway,
[00:49:37:07 – 00:49:52:02]
we only put those on pickups, we don’t put those on XJs. So I would think in this configuration, this would be, the only reason you’d want to do this is if you didn’t want to modify the bump stops on your XJ, that if you’re off-roading your XJ,
[00:49:52:02 – 00:50:00:05]
the single-stage spring only and properly lengthened bump stops would be the way you’d want to go.
[00:50:00:05 – 00:50:04:07]
Yeah, or if you’re carrying a lot of gear all the time, there’s a lot of
[00:50:04:07 – 00:50:06:04]
fellows that
[00:50:06:04 – 00:50:10:08]
they’ve got four or five hundred pounds of tools in the back of their spare parts in the back of their XJ.
[00:50:10:08 – 00:50:14:13]
So this would be a good design for that kind of a situation.
[00:50:14:13 – 00:50:18:23]
Both springs ride well. This is the way,
[00:50:18:23 – 00:50:23:08]
this particular design with a two-stage spring is the way to have
[00:50:23:08 – 00:50:25:01]
a spring that’ll carry
[00:50:25:01 – 00:50:26:12]
a pretty good load,
[00:50:26:12 – 00:50:28:21]
yet still have a decent ride on the highway.
[00:50:28:21 – 00:50:31:26]
And so they’ve used that design for years
[00:50:31:26 – 00:50:33:19]
on all kinds of vehicles.
[00:50:34:19 – 00:50:35:00]
Gotcha.
[00:50:35:00 – 00:50:35:28]
So,
[00:50:35:28 – 00:50:37:28]
but anyway, that’s the difference. And so
[00:50:37:28 – 00:50:39:06]
before you set up your
[00:50:39:06 – 00:50:47:06]
pack, you need to answer the questions, what do I want my spring to do? What kind of load do I want it to carry and how much do I want it to flex?
[00:50:47:06 – 00:50:51:19]
And that’ll determine whether you use a single-stage or a two-stage spring.
[00:50:51:19 – 00:50:53:05]
What are you using on yours?
[00:50:53:05 – 00:51:07:26]
I’m using a single-stage on mine. Okay, that’s what I thought you said, but I just want to make sure. This two-stage spring that you took a picture of, was that just something you took a picture of for demonstration purposes, or are you using this in a different vehicle?
[00:51:07:26 – 00:51:11:16]
Yeah, if you check my thread, the perfect
[00:51:11:16 – 00:51:12:19]
pack maybe,
[00:51:12:19 – 00:51:17:02]
I have pictures of it when I was setting it up. Okay.
[00:51:17:02 – 00:51:19:09]
And I still have the same setup.
[00:51:19:09 – 00:51:20:27]
a four-leaf spring.
[00:51:20:27 – 00:51:22:08]
I used the
[00:51:22:08 – 00:51:27:16]
XJ main leaf. I used the number two and number three leaf out of this Isuzu spring.
[00:51:27:16 – 00:51:30:18]
And then I took the main leaf and I cut it down to
[00:51:30:18 – 00:51:34:08]
inches, 11 inches on the side, I believe,
[00:51:34:08 – 00:51:35:14]
for the bottom leaf.
[00:51:35:14 – 00:51:38:06]
Okay. And it rides nice.
[00:51:38:06 – 00:51:40:17]
It has a similar spring rate
[00:51:40:17 – 00:51:42:19]
to the stock spring, only it
[00:51:42:19 – 00:51:44:02]
has a six-inch lift on it.
[00:51:44:02 – 00:51:52:25]
Okay. Well, guys, we’re running a little bit over an hour tonight, just a few minutes, and we’ll be wrapping this up pretty soon.
[00:51:53:28 – 00:52:01:00]
Did anybody have any questions for the leaf spring, different leaf spring setups? It looks like it’s pretty clear to me.
[00:52:01:00 – 00:52:03:25]
Yeah. Weldman has an interesting question.
[00:52:03:25 – 00:52:05:04]
He’s got an S10,
[00:52:05:04 – 00:52:06:14]
and he did not
[00:52:06:14 – 00:52:09:03]
use the overload or the bottom flat leaf.
[00:52:09:03 – 00:52:11:28]
He probably put
[00:52:11:28 – 00:52:15:20]
the main leaf underneath his,
[00:52:17:25 – 00:52:20:02]
know, cut the eyes off and put it under his main leaf.
[00:52:20:02 – 00:52:23:26]
If he takes that out, it’ll soften it up. Of course, it’ll also lower it a little bit.
[00:52:23:26 – 00:52:24:14]
So
[00:52:24:14 – 00:52:29:00]
I noticed that I used all the leaves on an S10 spring. It was pretty stiff.
[00:52:29:00 – 00:52:30:08]
Okay. Anybody else?
[00:52:30:08 – 00:52:37:06]
Questions for Steve? He says he got 3.5 inches out of the S10. That’s typical for an S10
[00:52:37:06 – 00:52:38:03]
pack.
[00:52:38:03 – 00:52:41:24]
You have too much knowledge about two mini cars, Steve.
[00:52:41:24 – 00:52:45:22]
Actually, 4IV said he’s
[00:52:45:22 – 00:52:48:13]
got 4.5 off the Dakota Springs. That’s another one
[00:52:48:13 – 00:52:49:15]
that you could use
[00:52:49:15 – 00:52:50:09]
that’s typical.
[00:52:50:09 – 00:52:55:00]
Another one that would work nice for a good setup is Comanche Springs.
[00:52:55:00 – 00:52:56:06]
They have quite a bit of arch in
[00:52:56:06 – 00:52:59:26]
would be fun to play with. I haven’t played with any of those, but
[00:52:59:26 – 00:53:01:29]
maybe someday I will.
[00:53:01:29 – 00:53:06:08]
Are those different because the nature of the Comanche is a pickup and
[00:53:06:08 – 00:53:08:20]
they wanted to have the next spring balloon? Well, the Comanche
[00:53:08:20 – 00:53:10:16]
springs go under the axle
[00:53:10:16 – 00:53:11:26]
instead of over the top.
[00:53:11:26 – 00:53:13:12]
So
[00:53:13:12 – 00:53:15:15]
they have to have another
[00:53:15:15 – 00:53:20:07]
5 or so inches of arch in them just to sit in the same spot. Ah, okay.
[00:53:20:07 – 00:53:22:08]
So they have that extra arch in
[00:53:22:08 – 00:53:31:14]
Weldman says, “What about Ranger Springs long box?” I’ve looked at Ranger Springs. I wasn’t really impressed with the Ranger Springs.
[00:53:31:14 – 00:53:34:08]
If you’re going to use
[00:53:34:08 – 00:53:35:19]
that particular spring, I
[00:53:35:19 – 00:53:39:12]
used the Aesuzu before I used the Ranger spring personally.
[00:53:39:12 – 00:53:41:26]
Okay, guys, any other questions for Steve?
[00:53:41:26 – 00:53:43:23]
Yeah, you got any questions, guys?
[00:53:43:23 – 00:53:45:00]
Oh, is there
[00:53:45:00 – 00:53:48:27]
a difference? Manufacturers were looking at to decide
[00:53:48:27 – 00:53:50:28]
between spring over and spring under.
[00:53:50:28 – 00:53:52:27]
That’s a good question.
[00:53:55:12 – 00:53:53:05]
If you want to try to get into the Aesuzu, you can try to get into the Aesuzu. If
[00:53:53:05 – 00:53:55:07]
If you want to try to get into the Aesuzu, you can try to get into the Aesuzu. If you want to
[00:53:55:07 – 00:54:00:02]
a spring under,
[00:54:00:02 – 00:54:03:05]
it doesn’t put as much
[00:54:03:05 – 00:54:06:08]
torsion on the spring
[00:54:06:08 – 00:54:10:11]
itself. If you hit a bump or something like that, it doesn’t twist as much.
[00:54:10:11 – 00:54:11:29]
So you don’t
[00:54:11:29 – 00:54:11:23]
to be able to get into the Aesuzu.
[00:54:11:23 – 00:54:21:27]
one of the things that they do is they’ll put the spring under instead of over. And Jeeps for years and years and years are always spring under.
[00:54:21:27 – 00:54:42:27]
One of the common things that I’ve heard about the Ranger Springs is that they’re always spring under. Oh, okay. Actually, that can occur since the leaf springs are not that thick, not that… They can’t handle the wrapping if you have a lift it with a block. That’s what I’ve heard.
[00:54:44:06 – 00:54:54:10]
Yeah, that’s pretty much the case with a stock spring. Our stock XJ springs are kind of wimpy. And you really don’t want to
[00:54:54:10 – 00:54:55:16]
use
[00:54:55:16 – 00:54:58:09]
too much of a block. You can use an inch
[00:54:58:09 – 00:55:02:22]
block, an inch thick block. That’s not going to hurt anything. But you start going two inches
[00:55:02:22 – 00:55:05:08]
on our stock springs and yeah,
[00:55:05:08 – 00:55:08:23]
it’s possible to pull a drive shaft.
[00:55:08:23 – 00:55:16:22]
It’s flipped out of the transfer case and stuff like that. And I would assume that would be like what you would get with wheel hop and the whole reason that
[00:55:16:22 – 00:55:21:06]
had… A low-range wheel hop could
[00:55:21:06 – 00:55:23:11]
do that kind of thing. I
[00:55:23:11 – 00:55:31:02]
mean, that would be the symptom I would assume would be like a wheel hop when you… If you felt the wrap, it would be like a wheel hop situation.
[00:55:31:02 – 00:55:32:26]
Yeah, or if you
[00:55:32:26 – 00:55:40:05]
stuck it in low range and in reverse and dump clutch and that kind of thing. Gotcha. You could enough to
[00:55:40:05 – 00:55:41:09]
maybe pull
[00:55:41:09 – 00:55:42:18]
drive shaft out.
[00:55:42:18 – 00:55:43:25]
Okey-dokey.
[00:55:43:25 – 00:55:48:02]
Well, guys… The one inch block is okay. Just don’t go to two.
[00:55:48:02 – 00:55:53:26]
Right. Excellent. To me, a one inch block is something you do for a tune-up. You know, that’s
[00:55:53:26 – 00:56:01:05]
when you’re using a bastard pack and you put your front coils on and your Jeep doesn’t quite sit high enough and back.
[00:56:01:05 – 00:56:02:10]
You
[00:56:02:10 – 00:56:07:04]
stick the one inch block in there. The best way to do that is to
[00:56:07:04 – 00:56:09:01]
take some two and a half inch
[00:56:09:01 – 00:56:11:15]
by half inch bar stock and cut them
[00:56:11:15 – 00:56:13:08]
the same length as the
[00:56:13:08 – 00:56:15:05]
spring pads on the axle.
[00:56:15:05 – 00:56:19:10]
And drill a hole in the center of them so that your center bolt goes through them too.
[00:56:19:10 – 00:56:21:28]
So you just don’t have a block flopping around there.
[00:56:21:28 – 00:56:23:09]
Next one.
[00:56:23:09 – 00:56:30:26]
Well, guys, we’re going to wrap it up tonight. Steve, thank you very much. I’m going to take you offline here and I’ll get back with you here just as soon as the show’s over.
[00:56:34:26 – 00:56:39:01]
Okey, guys. Well, that’s our hour show. I hope you enjoyed it.
[00:56:39:01 – 00:56:54:17]
We went a little over, but some great information from Steve. I really appreciate Steve being here and going through all this stuff. I know I personally understand how to set the drive angle a lot better. I may still have to think about it while I’m doing it, but now it just makes a lot more sense.
[00:56:54:17 – 00:57:08:29]
I think that it was the difference between the double, you know, having the SYE or not having the SYE and why is this one straight, why is this one angled, it just doesn’t look like it matches up
[00:57:09:22 – 00:57:13:06]
with common sense. At least that’s the way it was for me.
[00:57:14:21 – 00:58:06:03]
So I want to remind you guys that we have a voicemail number that you can call in. And if you have questions or comments, also doing show promos, if you’ll call in to 530-675-4102 and leave a message, just might want to start off with who you are and where you’re located and then your comment or question. Again, the number is 530-675-4102. And don’t forget about Ironman 4×4. Some great front end beefy products and many of you guys know Andy from the website. Anybody listening that you’re looking for some great products, not only for the XJ but also too for various other Jeeps. Just go to the site, ironman4x4fab.com and check it out.
[00:58:07:10 – 00:58:17:22]
Thanks again guys, have a very good night. Next week we’ll have Wayne Cantab27 and he’ll be here for questions after his pre-recorded interview.
[00:58:17:22 – 00:58:19:21]
Thanks and have a very good night.
[00:58:51:04 – 00:58:53:27]
This is Big Jim 350 and I
[00:58:53:27 – 00:58:56:16]
love XJtalk.com.
[00:58:56:16 – 00:58:56:16]