joedotmac

Video of mine... Oscillation above 72 MPH

This might be worth a check.

Driveline angles

Propeller shaft phasing

Good one on propeller shaft phasing

Checked mine the progeller shaft phase on mine. The rear shaft was 16.5 degrees different compared to the tab at the carrier bearing. Now in full disclosure I did have mine apart a couple months back to lube the slip yoke. I did place grease marks on the shaft and yokes prior to dismantling. Grease is gone now. Anything is possible.

I removed the rear shaft and re-indexed. Now the entire assemble at its better than it's worse relationship at 1.6 degrees.

The measured differences now.

Differential to carrier tab 1.6 degrees difference. Carrier to transfer case tab .4 degrees difference. Comparing the tab at the differential to the one at the transfer case is 1.2 degrees difference.

I also measured my pinion, driveshaft u-joint angles. I'm trying to make a diagram. Something here looks off.

The pinion is pointed down .5 degrees. The rear shaft angles up at 4.1. This is a 4.6 degree angle at the pinion. The carrier bearing frame is angled up 3.9 degrees making the operating angle of the shaft at the carrier bearing .2 degrees. The carrier bearing transfer case is a .2 with the transfer case angled up.

Down is defined as / relationship to flat ground. Up is defined as \ relationship to flat ground. When referencing the truck from rear on the left toward front as you move right. See diagram.


Pinion 4.6 angle. Operating carrier .2 angle. Operating TransX .2 angle

Estimate error +/- .5 degrees

Anyone have pictures of the equipment used in the Ford TSB to address driveline shutter? Allegedly there's angled shims that are inserted between the blocks and leafs, and then there's a spacer applied to lower the carrier bearing.

Daveleeander

38 pages to decide that it rides like a truck, which many have said 37 pages ago.
I still say a Mercedes is what you're looking for. These trucks are just about as soft as they're going to get and still be able to haul something other than 4 people. If that all anyone is looking to haul, then go on down to the car shop.

MEZERR

richardscalp

AMEN TO THAT. The starter of this thread actually sunk his own money, time and who knows what else into his truck, which is a 2014 under full warranty. Or should I say WAS under warranty - now with all the changes he made probably isn't any more.

richardscalp

Well -- if you have to do all this crap to a brand new truck just to get it to run right I say there should be a class action law suit going on.

joedotmac

In a class action the lawyers make all the money, the many plaintiffs get a check for $8.29. Looking for technical solutions here. Likely there isn't that much too it, just locating the source or contributing sources is the trick. It's a problem that can be solved. Some members here seem more vested than the dealers or Ford is willing to invest in locating the root cause and providing remediation. There is an entire thread with potentially hundreds of people allegedly affected by the same symptom. https://www.f150forum.com/f38/2011-2...tabase-137932/

Some of us would rather isolate and solve the issue rather than lose thousands of dollars trading the likely solvable problem for another vehicle.

TexasTaxi

And what if it wasn't just it "riding like a truck"?
If there was truly something wrong with this truck, other than a ****ty suspension, it's my right to know about it, and get it fixed. If this is such a common thing, why did the original dealer try 5 different sets of wheels and tires? They felt the vibration and had no idea what it was.


Since you're the all knowing authority, I'll just PM you next time I have a problem.

Kung

My 2004 F150 rides FAR smoother than this truck does. It has 170K on it, original shocks.

It is also, last time I checked, a truck.

I know your posts may make you feel superior to those who 'don't realize it rides like a truck.' I can only assume that's what you're attempting to do (make yourself feel better/smarter/etc.), so carry on then.

RajunKajun59

Just move to South Louisiana, the roads are so bad here you couldn't tell the difference between road noise and that vibration, it's probably cheaper than the trade on a new truck to.

Just trying to break the tension here, seems it can be cut with a knife sometimes. People understand, his truck was/is riding worse than a truck.

joedotmac

If what I've read and concluded for a best practice of properly setting up a driveshaft and U-joints, is to share similar angles between all involved joints or at least matching pairs.

Given this with the differential on mine having 4.6 degrees and the carrier having .2 degrees, the carrier needs to be lowered. However noting that lowering the carrier will also change the relationship and angles with the transfer case.

Does anyone have the part number of the kit or pictures of the rear block angled shims and the shims used to lower the carrier from the Ford TSB?

Before I make any changes to angles I will test the phasing correction I made yesterday.

On other interesting note or oddity I didn't expect. The carrier bearing angle, the bottom of the bearing is closer to the front of the truck than the top. It's canted at a 3.9 degree angle as measured on the metal frame of the carrier assembly. Now maybe the actual angle with the shaft isn't as great since the rubber surround of the bearing to frame will likely flex and lessen the angle slightly. This was just not expected. Maybe this is the properly engineered angle.