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2nd Gen Non-Engine/Transmission Let's review gear ratios and swapping gears one more time, please.

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2nd Gen Non-Engine/Transmission Genos does it again

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Clinton

TDR MEMBER
I was surfing gears and lockers somewhere on the web the other day and saw some vendor claiming the D60, D70 and D80 axles' carrier split was at 4. 56. So, I called them on it and inquired. I told the guy I thought they were mistaken and that the split was at the 4. 10. He said they were 110% certain. I ended up calling the friendly folks at Quad 4x4 and they told me the same. I went on to call Randy's Ring & Pinion and, for the third time, I was told that I could bolt a 3. 73 or a 3. 54 ring gear to my factory-equipped 4. 10 carrier. I specifically asked all of these vendors if there was something about the Dodge application that made this swap impossible. They all said no.



I have been working under the impression that in order to swap-out my 4. 10 gears on my D70 rear and D60 front axles, I would have to swap the carrier also and that finding new carriers was not only hard to do, but also expensive. Most of what I know about the subject comes from knowledge gained here at the TDR. Have I misunderstood something all this time? Why are all these differential parts vendors showing the same carrier (they call it a 'case') for a 4. 10, 3. 73, and 3. 54 ring gear for these axles in their parts books? Can I simply order 3. 54 rings and pinions for my factory-equipped 4. 10 axles?



Any clarification would be much appreciated.



Thanks.
 
it has been a long time but i think he is correct the cage will work from 3. 07's to 4. 10 and the next cage from 4. 10 through at least 4. 88 this is the lowest i have ever used
 
Okay, but what about all the threads and stories here about how TDR members with 4. 10s and 3. 54s have met up at driveline shops to do the swap because you supposedly have to swap carriers on these axles to make such a swap?



I know I've been thinking (for years) that swapping to higher ring gears is a big expense because the carrier split is at the 4. 10 due to the things I've learned here. I'm totally okay with admitting I had it all wrong and misunderstood the information being discussed. I just want somebody to confirm for me one way or the other.



Has anybody with 4. 10 axle gears in a 2nd gen truck swapped to higher gears (numerically lower) by simply ordering new rings and pinions and installing?
 
I have done many gear changes on the Dana axles.

On a Dana 60 the split is 4:10 and numerically higher.

On a Dana 70 the split is 4:10 and numerically higher.

On a Dana 80 the split is 3:73 and numerically higher.

There is no carrier change to go 3:54 to 4:10 in a Dana 70.

But a carrier change is needed in a Dana 80 to go between 3:54 and 4:10.

The auto trucks are Dana 70, and sticks are Dana 80.

That is why you get information both ways on carrier changes on gear swaps.

The 70 vrs. an 80.



Brad
 
Thanks Brad, I appreciate it. Maybe I've been confused because people say 4. 10 'and' higher and that makes me think the 4. 10 is included in the higher group. Or, maybe it's my hardhead that causes the confusion. Anyway, you're telling me I can indeed order up some Spicer 3. 54 rings and pinions and they will bolt on the same carriers that the 4. 10s are bolted to now on my D60 and D70 axles, right? If that's true, then I'm pretty dang excited.



Thanks again.



I guess the next question is if anybody knows if the auto trannys were set up with different shift points based on what kind of axles were spec'd on the truck as it rolled down the assembly line??
 
Yes, on your Dana 60 & 70 you can go 4:10 to 3:54 without a carrier change.

And your shift points would be OK.

If any adjustment was needed, you could do it with the TV cable.

Very simple to do.



I will try to explain why the word "and" is included in carrier splits.

As you go to a numerically higher gear, (example 4:88), the pinion gear gets smaller.

The ring gear now needs to be closer to the pinion.

If there was no split between carriers, the ring gear would become thicker to make up the difference.

This would be more expensive for the gears, and also a weaker setup.

So the carrier, where the ring gear bolts up, is shifted more towards the pinion to compensate for this.



Now for the confusing part.



At 4:10 split, Dana, and most after market companies, make a ring gear that is thinner to go on the 4:10 and numerically higher carrier, (example 4:10 - 4:88).

But also make a thicker 4:10 ring gear to fit carriers that are 4:10 and numerically lower, (example 4:10 - 3:54).

That is why the split includes the 4:10 gear.

Dana figures the thickest and thinner ring gear it can use and makes the split there.

That is why the Dana 80 requires a different carrier for the 3:54 - 4:10 gears.

The split is 3:73 and numerically higher, and 3:73 and numerically lower.



Brad
 
Thanks Brad. I really appreciate the clarification.



That's good news. I only tow occasionally. I knew the truck had 4. 10s when I bought it and that I didn't really need the low gears, but it was the right truck at the right time at the right price. I'm gonna start looking into gearing up. Wisn I had known many miles ago.



Anybody know a good driveline shop in Santa Fe or Albuquerque?
 
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