https://www.youtube.com/watch?v=gmV4qwLfOMY

Interesting video regarding u-joint speed oscillation resulting from the driveshaft angle

i have seen that before, and was amazed at the different angles dialed in and how that affected the joints.

Video was new to me. Learned years ago to mark driveshafts before disassembly and have had to adjust the pinion angle on different vehicles. Had not taken into account the driveshaft would be accelerating and decelerating if not aligned correctly.

You need a Thompson Constant Velocity Joint

Wonder how much they cost and how do they stay clean?

This is why set set the pinion angle in relation to the centerline of the transmission mainshaft, not to the ground as some have argued.

Then that begs the question; do you set them parallel at rest or at full throttle?
Which is more important for stability of the driveline?

Thanks, Joe

Depends on if it’s a race car or street driver.

All the hoopla about setting it parallel to the output shaft or to the ground leaves out one consideration, pinion angle is dynamic.

Exactly what I was thinking, the car we're putting together now, (a 71 RR w/620 hp 512c.i.),
Is primarily going to be street, BUT, with that kind of HP & TQ,
should we limit the pinion reaction to suit both uses?

On our other car, (70 465 HP Charger) we use a pinion snubber to control this.
I know what some of the consensus is on snubbers, but I'm old school
and have had good results so far..

I have some clamps I can use on the forward leafs, which are std. hp leafs.

Thanks, Joe

I have never understood phasing can someone please explain??

On a one piece driveshaft, the front and rear weld joints should be welded on so the front and rear u joints are clocked the same.

On a multiple driveshaft arrangement - the joints should be clocked the same way.

That’s an oversimplified explanation but you should get the picture.

the u-joint ears of the driveshaft are in perfect alignment with each other.

Ladder bars and 4 links keeps them close (under power) don’t matter riding around. Ever see a video of S/S springs and Cal Tracs On launch? Tremendous over angle = HP loss (you saw it stop in the vid when over angled). Oh no the dreaded pinion angle debate again!!

That makes sense, Thanks!!!

as much as some hate the great pinion angle debate, youngsters come along [every so often] not knowing, and need taught. also, oldsters [like ME ] forget "stuff".
learning and keeping knowledge depends on repetition. how many times in grade school did you get asked 2x2= ??????

Didn't realize there was a pinion angle debate in the past. What were the opposing ideas?

Now you gone and done it!
Maybe after seeing the video Chrysler’s idea of 3 degrees down, then under power straight, WAS a good thing.?!

What angle other than 3deg down has been campaigned?

More of a debate whether it was needed or not.

And it depends on what type of chassis setup you have. Ladder bars, Calverts, four link versus plain old springs.
All the Chrysler Tech tips back in the day advocated 5 degrees nose down on an automatic trans with SA springs.
With the engine in the stock location, etc.
Never had to worry about the front angle, just the back.