Once all the rel­e­vant mea­sure­ments have been col­lected, visit the Spicer Parts web­site to find its Tor­sional Anal­y­sis Cal­cu­la­tor — spicer­ cal­cu­la­tors/tor­sional-anal­y­sis-cal­cu­la­tor.

The cal­cu­la­tor uses sev­eral com­plex for­mu­lae to in­ter­pret your data, and pro­vides a num­ber of fi­nal val­ues to in­ter­pret. The ro­ta­tional speed of the drive­shafts is mea­sured in ra­di­ans per sec­ond (rad/sec), and, us­ing Steve’s mea­sure­ments, gave the fol­low­ing re­sults: How do we in­ter­pret these? Well, the Spicer Parts cal­cu­la­tor tells us how to do that.

In­er­tia ef­fects — Max­i­mum 1000rad/sec/sec In­er­tia ef­fects (driv­ing mem­ber) — usu­ally caused by a large op­er­at­ing an­gle at drive end of driveshaft. In­er­tia ef­fects (driven mem­ber) — usu­ally caused by a large op­er­at­ing an­gle at driven end of driveshaft. Tor­sional ef­fects — Max­i­mum 300rad/sec/sec Usu­ally caused by large, un­equal op­er­at­ing an­gles, or out-of-phase drive­shafts. As such, we can see that the tor­sional ef­fects are the most likely cause of Steve’s driveline vi­bra­tion.

This can, in the­ory, be reme­died by evening out the driveline an­gles. The in­er­tia ef­fects at the driven mem­ber (diff) are also higher than ideal, which can be reme­died by al­ter­ing the diff­pin­ion an­gle, to re­duce the an­gle be­tween it and the rear driveshaft.

Ad­just­ing the cen­tre bear­ing height can help to re­duce the neg­a­tive ef­fects of ex­ces­sive in­er­tia or tor­sional ef­fects on the driveline -0.5° -2.3° -1.7° -3.1°

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