Quote:
Originally Posted by Richard Hudgins
Bruce,
Unless you have a spool rear end, the half-shaft phasing is a moot point as the relationship will change as you drive the car.
Of course I could be missing something here......
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I believe you are missing something, the joints are normally set up so that both of them have the inboard ends parallel ( these are splined Hardy Spicer half shafts that can be indexed any where radially on the splines. I had one shaft assembled so that the out board side of the half shaft joint was lined up with the inboard side on the other end rather the inboard side being lined up with inboard end of the half shaft. Although rotational velocity will be the same the effective torsional length is slightly longer side to side. The rear end locks up very well under hard acceleration and thus a harmonic could be generated. I am not saying it will, but could, I am looking for a needle in a haystack here so I am making everything as equal as possible. When I was with Ford we had many vehicle vibrations that were related to drive line harmonics that in some cases (Granada for example had huge weights on the tail shaft of the transmission) had to have major fixes applied because we did not understand the source. I have no test time between now and the Reunion so every possibility has to be addressed. This car has sheared several stub shafts, one half shaft joint and one drive shaft joint so the drive line stresses are quite large even though I have never drag raced it. The engine makes 585 LB/ft at 7250 rpm. The half shafts could theoretically see
over 1000 foot pounds at 130 MPH assuming 18% drive train loss and dividing available torque by two. Who knows what that will do to components rotating at 1600 rpm not to mention tires .