I think this is the yoke? Anyway, I was wondering if this is normal, where I've highlighted. It looks like the drive shaft is pulled forward/down and exposing this part of the shaft, where it's "polished", but it wasn't exposed previously. I just had the truck lifted and just wanted to be sure this was normal. I think it was there before the lift but better safe than sorry. Thanks.

Yep...she's a yoke alright. You will see some under normal use, as the yoke slides in and out as the suspension works ( rear axle travels in an arc). But when you had your truck lifted, it move the rear axle further from the trans, so the yoke had to slide out more.

I would not want my yoked pulled out that far. Time to lenghthen driveshaft.

So what does this mean is happening behind the case? Are the gears that connect the trans to the driveline not as thouroughly engaged as a result of the driveline being pulled out like this?

Did you get the shims to angle the rear axle up towards the tranny?

So what does this mean is happening behind the case? Are the gears that connect the trans to the driveline not as thouroughly engaged as a result of the driveline being pulled out like this?

Your "gears" have not changed relative to each other (as far as tranny or rear-end is concerned). What happens is the rear-end as it travels up and down (primarily) and front to back during suspension travel changes it's distance relative to the transfercase (4WD) or transmission (2WD). Because the distance is not a constant, there needs to be an ability to lengthen or shorten the driveshaft during operation. This is accomplished through a slip shaft, or in your case a slip yoke.

The "ideal" in/out travel and slip shaft engagement occurs at stock ride height. If you raise vehicle through suspension lift, or lower it via the suspension you change the amount of engagement and the amount of available in/out movement. Too low and you risk the chance of bottoming out the driveshaft :badidea: and too high and you risk the shaft pulling out (pogo stick). Also you run the risk of increased spline wear and possible stripping of the splines (as power is added). You may be able to run like this without vibration, but you risk the chance of wearing your yoke and transfer case splines prematurely and worse case scenario the shaft pulling out of the case (during extreme axle droop).


You may be able to run like this (and many do), but it's definitely not ideal.

My .02

This is what CST had to say after reviewing the pictures:

AFTER LOOKING AT THIS PHOTO IT LOOKS PRETTY NORMAL. YOU CAN PUT THE REAR END AT FULL DROP AND MAKE SURE THERE IS STILL ENOUGH SPLINE LEFT INSIDE.

I WOULDN’T REALLY WORRY ABOUT IT.

By the looks of the picture,it appears to be approx 1" extended out farther than stock.The only problem with this is what happens when the suspension is extended full travel? The other problem you may encounter is undue stress on the tailhousing bushing,since the u-joint angle is farther away from the tailhousing bushing,not to mention you more driveshaft angle.(not a good idea) But I have seen trucks come through my shop with that much or more and not have a problem.
Hope this may help your question.

I agree with Mike and 04forme...

When you move the ujoint back from the support area, your gonna increase wear on things, especially with the big torque we are using added with the big tires. While it may run like that just fine, its not ideal and it would not be a bad idea to see about correcting it. I guess I am just anal though..LOL