The drive shaft was ordered with a CV on the tcase end allowing the CV to eliminate the vibration problems. When the rear housing spring perches had all ready been rotated allowing the rear third member to point directly at the tcase output. With aproximently 7" of over all lift I new I would have drive shaft vibration problems. This is due to the the rear axle moving forward as it droops, just the opposite of the front shaft. In the rear the I used a a stock slip yoke shaft as there is only about 1.5" of slip travel through the entire rage of flex. 90 wall tubing and new U joints were used to complete the shaft. This makes for much smother operation offroad. I found the front slip yoke to be just as tight as a fine spline rear drive shaft. With a unique hardening process Jesse totally eliminates the looseness commonly found in other long travel shafts. I opted for a front drive shaft with U joint at both ends and a 10+ slip yoke travel. Over all these two factors greatly reduce the need for a front CV in the drive shaft. I also have a Marlin dual transfer case, this sets the front shaft mounting point about 6.5" back from the stock location. This moves the front flange up about 4" as compared to a standard 3rd member. Up front I am have a high clearance third member. I purchased a set of drive shaft from Jesse at High Angle Driveline for the project. Sixteen new drive shaft nuts, bolts and washers were purchased from Toyota for the installation. The finished flanges had two sets of holes. The front tcase output flange could not be redrilled and was replaced. Using a U joint end from an 84 drive shaft and a transfer punch I created a new pattern with larger holes offset from the original pattern. I did this by redrilling new holes in the flanges. I chose to switch all the flanges on my truck over to the 84 flange pattern. In 1984 Toyota switched to larger 10 mm bolts on all of their drive shafts, all though there are at least four different hole patterns used on various truck over the years. The stock 70 to 83 Toyota drive shafts are a little under built with smaller CV U joints and smaller flanges.
83 TOYOTA PICKUP BUMP STOPS INSTALL PRO
An All Pro crossmember was installed to mount the dual Marlins and to gain additional clearance under the tcase. WIth two transfer cases I have twenty forward gears and 4 different reverse gears. This combination results on an over all crawl ratio of 223 to 1 (3.39 first gear, 2.28 forward case, 4.7 rear case, 5.29 R&P). I will also be running lower ratio ring and pinion gears to adjust for the larger tires. This combines the two above, 4.7 gears in the rear case and stock 2.28 gears in the forward crawler. Crawl ratio is found by multiplying the first gear, transfer case reduction and ring & pinion numbers together.Ī further option is known as the dual ultimate crawler. This dual setup provides a crawl ratio of 84 to 1 (3.93 first gear, 2.28 first case, 2.28 second case, 4.10 R&P) The dual case setup is also a bit more flexible in that it allows for shifting into stock 2WD or 4WD low range as well as double low. Marlin also offers dual transfer case setup that puts two transfer case units back to back. Just changing to these gears would result in a crawl ratio of 75 to 1. Had a 2.28 low range, Marlin offers the lowest gears for the Toyota case 4.7:1. One way to do this is to change the transfer case gears. Having a crawl ratio down around 70 to 100 to 1 makes life much easier on the rocks. The stock crawl ratio is 45 to 1 (3.93 first gear, 2.28 tcase, 4.10 R&P), too high for rock crawling. Marlin's single and dual transfer cases are world known for slowing Toyota's down to a crawl on the trail and making difficult rock climbs much easier. Well when it comes to low gear Marlin Crawler is the king. This month project Trail Toy gets lots of new parts, including the front axle & suspension, drive line, front bumper, winch, transfer cases, flat bed and motor.Įvery rock crawling truck needs two things: Lockers and low gears.