The Rover-Landers of BC

Looking for some guidance on my driveline set up.
I feel like I understand the basics but I'm not clear on how much fudge factor there is.
Here is what I have

Transfer case angle: down 2 - 2.3* measured off the rear surface of the parking brake

Rear pinion up 5*. Measured on the drive shaft flange

Drive shaft slope: 7-7.5* measured quite roughly by olding a piece of tubing in place as I don't have a drive shaft in

Front of TC is, not surprisingly, the reverse of the rear. (measured from the output flange)

Lost my notations on the front angle so will have to check back tomorrow.

So I know with a standard shaft I should be parallel angles and with a DC shaft I should have the pinion pointing towards the TC with zero angle.

My question is, how much tolerance is there. I'm about 2.7 - 3 degrees off parallel angles for a standard shaft and about 2-2.5 degrees away from zero angle for a DC shaft.

The other consideration is that I don't have the weight of the engine on the chassis yet, nor other things that may affect weight like passengers and equipment. I've used ratchet straps to compress the springs a bit to simulate having the engine weight on the chassis but I'm not sure how much all of this will affect the angles

What Land Rover is it?

You'd think I could answer that in a couple of words.. but no!
Its a range rover classic LWB chassis/axles with a Series 109 body on top. TC is an LT230. I believe(fairly certain) it is using defender springs and the rear drive shaft is from a defender though it is too long for the new drivetrain so will either need to be modified or replaced. I just don't want to spend the money having the drive shafts modified to fit If I'm going to have to change to DC shafts in the end anyway.

Coming at this from another direction. As I won't have any final angles on anything until I've got it all set up with weight on the chassis.

Right now I'm mostly concerned about where to set my engine mount height. I'm wondering if anyone with a fairly stock configuration tell me their TC/engine angle.
If I could get a few different reads from a few different models it might help.

those numbers don't seem too bad, mine are way steeper and have no problems. I did switch to a D2 front shaft to get the extra bendy bit - helped a lot but need to switch to a d2 output on the transfer case.
Pat

Finally throwing off the winter lethargy and getting back to work on this. I think I got enough weight on the chassis to simulate final ride height. Engine weight plus a couple of guys sitting on the front of the chassis. I figure that would be about the weight on the chassis without cargo or passengers.

That flattened my front pinion angle down to 12.8 degrees and my rear to 4.3 degrees.

I know the front shaft is phased to account for the angle difference but does anyone know how much difference it's meant to account for?

I'm tempted to mount the engine pretty much level to avoid throwing the front output angle further askew from the front pinion angle.

Would be nice to get some info on stock angles so I could have a clearer picture of the baseline here

is the LT230 in the same spot in the LWB chassis as it is normally? if it is, then what is the issue here? All the angles will be as they were from the factory anyway.

No it's shifted back 5.5". Plus the angle of the output shafts is determined by the height of the engine in the chassis.
The rear shouldn't be affected much by shifting the transfer case back as I'm just looking for parallel angles. At the front my understanding is that the front pinion should point directly at the transfer case output. The way things are set I'm about 4 degrees off

However now that I understand what I'm looking for in the front, I'm fairly content with setting the engine height where it makes the most sense for everything else and adjusting pinion angles to address actual vibration issues later on.