The sheer simplicity of the Ford Super Duty leaf-spring suspension has helped make these trucks some of the most popular rigs on the planet. Clearly, they're easy to lift when compared to an IFS truck, but that doesn't make them any less susceptible to the growing pains associated with fitting a significant amount of altitude. One of the main problems encountered after installing major lift is that doing so significantly impacts the geometry of the front driveshaft, resulting in major vibration and increased CV-joint wear. A simple and effective way to alleviate much of the angle is to reindex the transfer case. The upside to this procedure is that it effectively lowers the front transfer-case output shaft, thus accomplishing the purpose of decreasing angle. The downside is that it creates a lower transfer case, thus reducing ground clearance. Obviously, though, the owners of trucks with massive amounts of lift aren't too worried about this issue.
Matt Dinelli at Attitude Performance in Elk Grove Village, Illinois, has created a transfer case reindexing kit that alleviates much of the front-driveshaft geometry dilemma for Super Dutys that have been lifted 10 inches or more. The kit includes a 3/4-inch-thick reindexing spacer ring with gaskets and hardware, as well as a crossmember spacer. With the reindexing ring fitted between the transfer case and the transmission, the T-case is reindexed 20 degrees counterclockwise, which effectively lowers the front output shaft by 6 inches. Thus, if you have 12 inches of lift under your Super Duty, the kit will modify the angle of the front shaft to that found on a 6-inch lift, and this angle is easily absorbed by a quality CV driveshaft. With the transfer case reindexed, the driveshaft will contact the transmission crossmember, so the kit includes a crossmember spacer that creates room for the front driveshaft, and this piece is welded into the transmission crossmember.
Attitude Performance offers this kit for '99-and-up Ford Super Dutys equipped with the electronic-shift transfer case. At press time the kit was being tested on a number of vehicles, including manual-shift transfer case Super Dutys and '03 Dodge Ram HD pickups with both electronic and manual-shift transfer cases. The technicians at Attitude Performance can install the kit for you, or it can be ordered for self-installation. Either way, this small part fixes a big problem.
1: The first step is to remove the transfer case from the vehicle. To do this, remove the front and rear driveshafts, the electric-shift connections and the vent hose. With a jack supporting the transfer case, remove the six bolts and dowel pin that attach the transfer case to the transmission and lower the unit from the vehicle. | 
2: This is the 3/4-inch-thick steel spacer that will reindex the transfer case. It is designed with four adjustment holes; each hole varies the amount of transfer-case reindexing. Placing the mounting studs in the second hole allows for a 20-degree change to the Super Duty transfer case, while placing them in the first hole allows for a reindex of a bit more than 10 degrees. The metric Allen mounting bolts that mount the ring to the transfer case are countersunk to ensure that the spacer fits completely flush to the transmission and transfer-case mating surfaces. | 
3: Install the supplied gasket between the reindexing ring and the transfer case, and then bolt the ring to the transfer case using the six countersunk metric Allen-head bolts. Place the remaining gasket over the end that will mate to the transmission. |
4: Reinstall the transfer case onto the transmission by fitting the six studs through the stock mounting holes on the transmission, and secure with the supplied nuts and washers. | 
5: Reattach the electric-shift connector and the vent tube. | 
6: If you tried to reconnect the front driveshaft at this point, you'd have no luck because it would hit the transmission crossmember. For this reason, the kit includes this simple spacer that must be welded into the crossmember. |
7: The transmission crossmember is cut directly down the center and the spacer is welded between the two halves. This is the only crossmember supporting the transmission, and the transmission is the only support for the transfer case, so a good weld is critical. | 
8: With the spacer welded into the transmission crossmember and the crossmember installed on the Super Duty, it becomes obvious that you now have enough room for the front driveshaft. The kit will soon be available with a full 360-degree driveshaft loop. | 
9 & 10: These two photos illustrate the reindexing of the transfer case created by the kit. The photo on the top is of a stock Super Duty transfer case, while the photo on the bottom shows a transfer case reindexed by 20 degrees. The final step to completing the installation is to check to make sure your driveshafts will still fit properly. Clearly, you've moved the transfer case rearward by 3/4 inch, so you may have to shorten the rear driveshaft and lengthen the front shaft, depending on your application and modifications. |
 | | |