Picking the right uni angle can be a bit hit and miss.
Depending on your application and use, will determine how far out of alignment you should made the uni's (Stationary) to compensate for the axle twist during acceleration and also work best in your desired driving condition.

Are there any audible noises coming from the diff under acceleration, coast (diff float) or deceleration?
This is usually a good indication of uni miss alignment. I remember getting it wrong once and chased a diff noise for weeks (new wheel bearing, diff centre rebuild) only to find the fix was to re-adjust the diff pinion angle.

Often internet articles that define a set amount of uni offset ("As the best") is based on one type of car and it's usage (i.e drag racing) Using that as an example you could require a large offset with leaf sprung cars due to the way the leafs/axles twist under heavy acceleration, but this would make it crap for highway or everyday use. It will remain miss aligned all other times except heavy acceleration. In this example, I would expect the uni's to "fight" each other and create heat.
I can't say I have ever touched a uni to know how hot they should be after straight after use, but I couldn't envisage it would be too hot too touch unless something is wrong??


Quick lesson why angle it's important: (Skip if not interested in this diatribe).

when the input and output of one uni don't run in the same plane (i.e the output is at an angle of incident to the input), the output runs at a cyclic angular velocity (i.e not a constant velocity), this is due to the effective radius of the output changes as the uni goes through 180 deg. The output velocity looks more like a sin wave.

This is often countered by having another uni on the other end of the output shaft which is used to cancel the cyclic velocity of the output shaft. There are two general methods used to do this (assuming the uni's on either end of the tail shaft have their mounting lugs aligned). 1. Re-establish the input shaft angle, 2. use a broken back design which has the rear uni mirror the front uni angle. With either method the rear uni angle is intending to cancel the output shaft cyclic velocity and recreates a constant velocity again.

This is what CVs joints (Constant velocity) were invented, to remove the requirement for two uni's and also enable the joint to run at higher incident angles.