4:45 – Another spin around the neighborhood confirms Gary’s suspicion about the front drive shaft. The noise is gone, and Hammerhead is running quietly and smoothly (relative to it’s previous condition). We crawl underneath for a final look, and discover that the t-case is leaking from above. Gary sheepishly opines that installing the final bolt would solve that problem. We find it, he installs it – we’re done! Except for cleanup.
5:00 – All the tools are wiped down and put in the appropriate drawers of Gary’s monster tool box. By now even I know where everything belongs. As we’re pouring the contents of the drain pan into a bottle, contemplating whether garbage men are capable of distinguishing dirty t-case fluid from dirty oil, I spot a small, gold colored washer. “Time to bleed the brakes again,” says Gary. He installs the brake’s washer and we’re really done.
5:20 – I back Hammerhead out of Gary’s garage for the last time of the day and head home.
While not an inexpensive proposition (about $250 for the kit and $300 for the CV drive shaft), I am amazed at the difference it has made in the quality of Hammerhead’s ride and the ease with which it installed. It’s something that one person can accomplish, although having two people makes it so much more entertaining.
Postlog: I later dropped the transfer case an inch, which brought the rear driveline angles into line, took care of the noise from the front shaft, and squeezed most of the vibration out. There’s still some from 70-75MPH, but that’s a task for another day.
TTFN.
Supplier List:
Currie Enterprises:
slip yoke eliminator kit
Rubicon Express:
CV drive shaft, 4 degree shims, extended brake hoses