2nd Gen Non-Engine/Transmission Perma-Lok?

[David411]

Has anyone ever tried the Perma-Lok?

I am converting to the 35 spline manual hub conversion, but the CAD delete is a little pricey for me.

This looks to just the ticket, no vacuum, just permanent engagement.

4x4 Posi-Lok Canada

Thanks

 

[SRath]

What you gain with the inner axle kit is strength. Your link failed, but I'm guessing the Perma-Lok simply engages the collar in the CAD permanently? With your new lockouts, you don't need the CAD, obviously, and you could probably do the same with a welder.

However, the pseudo-Dana 60 in these Dodges is really no stronger (maybe less) internally than an old 1/2 ton Dana 44 due to the wimpy axle shaft diameter (same as dana 44 with the added weakness of a 2-piece long shaft no less).

Of the 2 inner axle kits I am aware of to go with the hub kits being offered, the Dynatrac is undoubtedly the strongest and is a TRUE dana 60, 1. 5 inch (all the way) diameter. This was not easy to accomplish given the tiny CAD axle seal design and I understand Dynatrac had some problems with getting their seal adapter kits to work well. Supposedly, that problem has been fixed now.

EMS offers 1. 5 inch shafts BUT the passenger side long shaft necks down to Dana 44 size to utilize the stock axle shaft seal found in our fake dana 60's. They claim the shafts are made of superior alloy and are stronger than the stock pieces, but I remain skeptical. Necking a 1. 5 inch shaft down just wastes the rest of it since it is no stronger than it's weakest point.

If you do not run big aggressive tires off-road. If you do not install a limited slip or locker. And IF you do not put the full might of the Cummins to the test in 4wd, then keeping your stock shafts permanently locked together will probably work for now, but it is definitely weaker than either of the 2 aftermarket designs.

We essentially have dana 60 ring and pinion size and strength (not bad). Weakened, by virtue of the 2-piece design, scrawny Dana 44 axle shafts. A weakened dana 60 housing (the CAD housing really weakens it). It should at least come with a truss, especially given the weight of the Cummins. Wimpy outer axle shafts. Unreliable and weak balljoints instead of kingpins (no comparison at all in strength). Idiotic unitized hubs. ONLY the center pumpkin housing and ring and pinion are worthy of the Dana 60 name and reputation.

ANY upgrade in that front axle, steering, or suspension is a step forward from what daimler engineers sold us. Only an independent front end could be weaker or more troublesome.

 

[David411]

I would love to do the full EMS CAD delete shaft. But thats an extra 400$ that I do not have. I do not plan on doing 4wd boosted launches so axle strength should me more than adequate.

 

[SRath]

I hear ya, Dave. My dodge has become a garage queen with winter bearing down and hunting season already here. I have the frontend all apart and was planning on doing the hub and inner shaft conversion, along with everything else that moves, wears and breaks ('cause it's all shot), but unexpected changes at work have left me figuring out the best "plan B". Which has actually become "plan "C": get my big old K30 Chevy out of the weeds and put some insurance on it.



At 160k miles, the more I look, the more I find that needs replaced or fixed or prevented.



Good luck with yours. At some point in the future, you can always upgrade the inner shafts, and it will be a piece of cake to disassemble the new hubs compared to the old ones.

 

[David411]

Yah your telling me.
Front axle seals are shot, brakes suck balls and pull.
steering box is shot.
Synchro on the third gear is shot as well.
If I only had 2 Gs I could fix everything up real nice now.
But a geology student only has a small amount of income till summer begins.