Ford "Reverse Rotation" Dana 60 Bolt Circle?

[KEENO]

Ford used a Front "High Pinion" (Reverse Rotation) Dana 60 on it's 3/4 & 1 ton Diesel trucks from 1985 to somewhere in the late 90's.



Does anyone know the Bolt Circle & Lug Nut Stud diameter from these axles?



TIA... . Tim "KEENO" Keen

 

[jlast]

all pre stuperduty f*** fronts in the 1 ton and 3/4 are the normal 8 on 6. 5 bolt pattern, and have the 9/16 studs(im pretty sure on the studs).



After that the stuperduty version go to 8 on some metric dimension that sucks.



this front hp60 is used in the 78-79 models as well and also came in those years 3/4 ton with plow package.



dont know f*** but know that axle.

 

[856.9]

The question was already answered, but I'll comfirm. I put the hp60 on my f250. Also my rims bolted right up when I tried them on the dodge.

 

[Speedo]

Originally posted by KEENO

Ford used a Front "High Pinion" (Reverse Rotation) Dana 60 on it's 3/4 & 1 ton Diesel trucks from 1985 to somewhere in the late 90's.



Does anyone know the Bolt Circle & Lug Nut Stud diameter from these axles?



TIA... . Tim "KEENO" Keen

As stated they were 8 on 6. 5 until the SD when they went to a

170 mm bolt circle.



Those axles (high pinion) aren't reverse rotation, they are

reverse cut, the pinion is still on the same side of the ring gear

and it still spins the same direction. A standard differential is

called a hypoid and a high pinion is more commonly called an

amboid when talking about larger axles.



Gus

 

[KEENO]

Thanks.....

Thanks for the help Guys!



I'm purchasing a ex-Navy Kaiser/Jeep M725 Ambulance next weekend and want to convert it into a Cummins Powered Conversion Camper.



My project will be a bit different that dropping the Cummins into the M715/M725 Frame as many others have done.



I wish to slide a Std. Cab "First Gen" Frame under the Ambulance Cab/Body to have all of the good stuff and a more robust frame. 126. 0" Wheelbase Vs. 131. 0 for the First Gen. I have a Frame but still need to find the good stuff... ... . NVG4500HD, P7100 equipped Cummins, NP205 & axles.



If I go through the trouble to locate a Dana 60..... I want it to be a "High Pinion" Design to help w/ Driveline angles. That's where the Ford thought came into play.



More research required... ... Thanks for the Help!



KEENO

 

[KEENO]

More clarification....

Speedo (Gus)!... ...



Thanks for the definition: "High Pinion" (Andoid) Vs. "Reverse Rotation"



If frt. Driveline Angle is my major concern... ... . Is there a preference beween "HP" & "RR"?



Are the HP axles stronger (R&P) due the 'Reverse Cut'?



Were the Dana 60's that Ford used during these years HP (Vs. RR)?



I guess I need to understand the advantages of HP vs. RR better. All the 4x4 Magazines seem to be hyping RR axles these days.



What's the real story... ...



My First Gen has the Hypoid version genuine D60 w/ manual hubs... . I could use a Hypoid axle but like the Higher Pinion concept.



KEENO

 

[KEENO]

From the Dynatrac webpage:



Reverse Cut vs. Standard Cut



Perhaps the single most misunderstood axle term is reverse cut, often mistakenly referred to as reverse rotation. A reverse cut housing is not a standard cut housing turned upside down, it is a specially designed housing. The term "reverse cut" refers to the direction of the spiral cut in the ring gear, which is opposite that of a standard cut ring gear: Contrary to popular belief, it does not run backwards or in reverse. The principle behind a reverse cut is to strengthen the operation of the gear when it is used for a front driving axle application.



Hi-pinion or reverse-cut axles have also become very popular as rear driving axles in short wheelbase vehicles with suspension lifts because the higher pinion improves drive line angles so well. Dynatrac was among the first to pioneer this application and continues to offer the very best and strongest Hi-pinion axles available anywhere.



Standard-cut axles are often used as the front driving axles because of clearance issues, gear ratio availability, cost, or suspension considerations. However comparable reverse-cut axles have the distinct advantage of overall ring and pinion gear strength.



Reverse-cut axles should be used in the rear when higher ground clearance, reduced drive shaft angles or short wheelbase are desirable issues. Reverse-cut rear axles should be avoided for heavy GVW vehicles or heavy highway towing.

 

[jlast]

please note all ford front housings have a driverside drop, all 94 and later dodge truck driverside drop.



all chevy before going to that pos, panzy ass ifs front were passenger drop and all 1st gen and earlier dodges are passenger drop for as long as I can remember.



That being said watch what problems might arise from going to f*** front end and still using a np205.



I would stay with the np205, go with gm or dodge d60 front pre 94, dont know what driveline probems your looking at but i have seen chevys with 12" plus lifts and have no binding in the shafts? I also believe what ever setup you end up with it should be longer then stock gm drivetrain. search here for the nv4500 to 1st gen np205.



What about nv5600? no clue how to go to np205, maybe a divorced np205 could solve both the nv5600 to np 205 problem and the front driveshaft length problem.



havent had a chance to look at the m725 and such frames but I have never seen a frame flex and crack the way my first gen has?

ok i have seen chevy frame with little cracking at the steering box.

I also seen a superduty buckle in two because of weight.



What height you looking at going? what use are you building for?

i just ask cause it sounds like the questions I was asking my buddy as I just put his 85 4runner on 1ton axles and 44"tires, but he rockcrawls.



dont get me wrong but i have researched a similar swap/ a cummins swap into something else for a long time.



these are using stock parts and axles. possible to make what ever you want, but $$$ becomes the problem.



lol on the dynatrac paste, like i said above good if you like to pay out the ass.



HP is stonger by design as a front axle, but I have yet to hear of that many problems with the ring and pinion on a regular d60 front. stub shafts well they are the d60 weakness in the older versions, but most of the new crap have abs, ball joint, vacum shift, non repairable hub things, etc...

 

[Scot]

The '78-79 Ford Dana 60 is the most prized of the HP driver-side drop fronts due to the kingpins vs ball joints.



You can adapt the NV4500 to a Ford NP205 using an adapter from Advance Adapters. The adapter is about 1. 5 inches thick and uses a spud shaft to mate the two.



I had to cut 0. 6xx" off of the tailshaft (per instructions) to get it to mate.



pm me if you want pictures

 

[jlast]

you might be able to swap a dodge input into a F*** 205 case and run the factory adapter to a nv4500? doubt it cause of the transfercase bolt pattern, dont know F*** crap.



AA to damn expensive and POS parts. Spud shafts and conversion trannyshafts from AA are famous for being weak. Please contact AA and order a extra spud cause you will break yours, and they like to discountinue items like no other, and then your **** up the creek. Experience says it all. no hp or tq monster, no beating, was a DD.

 

[rujpn2]

T-case and transmission connections

The NV4500 (gas) has a 23 spline output with a 6 bolt pattern for the t-case. The diesel version has a 32 spline output. Ithink, we put one from a CTD (totaled) into a Jeep and switched the transmission output to a 23 spline shaft.



Not real sure on input configurations for the np205. The NV4500 will bolt to all current model Dodge and Chevy trannies (both have the NV4500 as options). If you are looking for a truely bombproof t-case, the Atlas from AA would be the way to go. All gear drive, right or left drop, twin shift capablity, and multiply gear ratios for low range (3. 0:1, 3. 8:1, 4. 3:1, and a new 5. ??:1 ratio)

 

[Brayden]

An Atlas wouldn't last an hour behind a 400hp cummins. They may be stout in a jeep, but add 3000 lbs to that jeep and an extra 700 lb/ft and stuff starts breaking quickly.



The NP205 is the way to go.

Use the Hi pinion ford axle and use the ford NP205, but swap a chevy 32 spline input shaft into it. Keep the NV4500 32 spline output if you bought a chevy transmission.



Otherwise swap the 29 spline input from a W model dodge NP205 into the ford NP205 and keep the dodge NV4500 29 spline output shaft.



You'll have to redrill the face of the NV4500 to match the ford NP205 pattern but that's a small price to pay. . Plus there are no adapters, and you're using all stock parts.



Or better yet (stronger), use a NP203/NP205 doubler with a GM 32 spline NV4500 ouput shaft into a 32 spline NP203, then use www.offroaddesign.com 's doubler kit to mate the ford NP205 to the NP203 and you'll have TWO low ranges and the input shafts are 32 spline and 31 spline respectively. Plenty strong.