It will be a slightly greater angle once he gets some tires with tread.

 

I am running bfg 275/65/18

 

Tire size won't change the driveshaft angle unless he lifts more, which doesn't sound like what he's planning.

 

fellipe, as you said it might never have vibrations, & if you grease it often it might even last a very long time & never fall apart, but does anyone know for sure that it will not damage transfer case bearing that it's connected to or wear it out sooner than,? I am not saying that it will, but there is a possibility because of the angle, & that might be the reason LR decided to use a more expensive driveshaft in this case,

 

Your line of thoughts definitely makes sense... Is there something I can do to check it periodically? (maybe check for play or something?)

 

Iideally you want the two ends of a double-ujoint drive shaft within 1°-2° of each other for maximum u-joint life and minimum vibration. This is actually the operating angle (under load) and not the angle of the drive shaft to the u-joints themselves (that has its own limit).

Since the rear pinion moves up under acceleration (unless you have anti-wrap control on the axle) ideally you set up the static pinion angle to be 1-2° below the transfer case output flange angle. This way, as the pinion twists up, it comes into a good alignment with the transfer case.

Stick an inclinometer on your setup and let us know what you have it set at.

 

This is probably overkill but here is a chapter from what appears may be an automotive tech textbook describing driveshafts and u-joints (including double-cardans) in mind numbing detail.

I tried to find a workable link for it instead of attaching the doc itself but had no luck. I'm 99% sure it was contributed in another thread a year or more ago by Tom Rowe (antichrist).