GM of Ford Dana 60??

SmokeShow

SmokeShow

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Which, if either, is better/stronger? How much stronger is the stronger one in terms of power holding ability?


C-ya
 
ford king pin high pinon 60 is the strongest but chevys are on oppsite sides
 
As far as strength they are equal, But as Joe mentioned the HP Kingpin Ford 60 is the most desirable and pinions are flip flopped.
Brandon
 
ford high pinion is stronger because it runs on the face side of the ring gear and not the coast side like a chevy 60.......on a truck like yours (2500 HD) you are going to want to use the Ford 60 cause you have a driverside drop t-case.......
 
LOGANSTANFORTH said:
ford high pinion is stronger because it runs on the face side of the ring gear and not the coast side like a chevy 60.......on a truck like yours (2500 HD) you are going to want to use the Ford 60 cause you have a driverside drop t-case.......
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Why do they make Std. cut gears and Rev. cut gears then, if this is true what U say they would not differ on the cut.
Brandon
 
the reverse cut gears are for a Ford HP dana 60, and the standard cut gears are for a old school chevy/dodge dana 60......the new dodge 60's also use reverse cut gears to cause they are high pinion.....

"Dana designed the first reverse spiral axle in the early sixties for Ford. Dana released the 44RS for production in January 1965. Early enough to possibly be under a few rare 1965 F100's, however no written confirmation on this has been found. The 44RS was a complete new design in axle, with special design to lube the pinion that was above the fluid level. This axle has also been called the Dana 44 High Pinion, Dana 44 Reverse Rotation, Dana 44 Reverse Cut, Dana 44 High clearance and many more names. A reverse spiral axle has the center line of the pinion contacting the ring gear above the center line of the axle, and thus has different lubrication passages. This axle offers a strength increase over a standard rotation axle while in forward movement. It allows the drive shaft to contact the pinion yoke at a much higher level of connection, thus keeping the drive shaft several inches higher. The gears are not interchangeable with gear sets that are designed with the pinion below the centerline of the ring gear, however the carrier is. Reverse Cut refers to the direction the ring gear is cut for reverse spiral housing. The axiom of the reverse cut is to strengthen the gear while in the front drive axle of operation. Standard cut gears can not be swapped with reverse cut gears, however in the Dana 44 the ring gear carrier can be swapped. High pinion, Hy-Pinion or Hi-Pinion are all slang used in and out of the industry for a reverse spiral axle. High Clearance is a Ford marketing term used for the reverse spiral axle. Reverse rotation: is the single most misused axle term. Reverse Rotation is a slang term used to describe a reverse spiral cut housing. Neither the axle nor the axle shafts travel in a reverse motion, or travel 'backwards' compared to a regular housing. This term only shows the ignorance of the person or company using it."

http://77cj.littlekeylime.com/Dana44.htm

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.

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.

The gear sets used in each type of axle are not interchangeable: Standard cut gears cannot be used in place of reverse cut, and vice versa. The housings, which have different lubrication passages, are also not interchangeable. However, differential cases (open, l/s, or locker) are compatible with both styles, as long as case spline count matches the axle shaft.

http://www.quadratec.com/jeep_knowledgebase/article-134.htm

its easier than me typing it.....
 
Yes, I'm aware that the pumpkin is on opposite sides for these two. This isn't for my 2500HD. :D

So the Ford D60 might be marginally stronger but probably not enough to warrant swapping out a GM D60 with lockrite locker (is this a good strong unit?) already in it and in the truck, right?

Are there plenty "hop up parts" for the GM D60 like there are for the Ford D60? Like stonger and/or larger axles? U-joints, etc.


Thanks for the feedback folks. I really appreciate it.


C-ya
 
SmokeShow said:
So the Ford D60 might be marginally stronger but probably not enough to warrant swapping out a GM D60 with lockrite locker (is this a good strong unit?) already in it and in the truck, right?
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Mitch,

The GM D60 is complete junk - I'd pull it out and swap in the Ford 60. Then send the GM 60 my way.:D
 
If your looking I believe Eric "dmaxallitech" Merchant has a Ford high pinion 60 with some new parts he is selling off.
 
what kind of truck are you putting this in??? 80's body style??? if so, keep the GM 60 cause you will need a different t-case to run the ford axle......
 
LOGANSTANFORTH said:
what kind of truck are you putting this in??? 80's body style??? if so, keep the GM 60 cause you will need a different t-case to run the ford axle......
Click to expand...

Here's the situation... I'm throwing a D/A in an 83 CC SB. Yep, short bed :rockwoot: Since I'm going with the D/A I can go one of two ways. 1) Use the transfer case from the D/A truck and swap to a Ford D60. OR 2) get an adapter from SunCoast to run the current NP205 and GM D60.


I was asking to see which was better so I would know which way to go with the swap for best reliable strength during the swap. This will be a pulling truck. Initially will be 2.5 class but may step up waaaay down the road. I just want to make sure it's a sound build the first time around. ;)


My interpretation thus far is to get the adapter and keep the NP205 and GM D60. Should be fine, right?

What are y'alls thoughts on the NP205 and 14-bolt FF being up to the task at 650+rwhp and 1000+rwtq. think they can?


C-ya
 
SmokeShow said:
What are y'alls thoughts on the NP205 and 14-bolt FF being up to the task at 650+rwhp and 1000+rwtq. think they can?


C-ya
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Might want to get with some of the gasser guys. My buddy put some new axles in his 14 bolt and it's holding up now. Definitely need stronger axles in it. Most of them also replace one of the bearings (pinion gear??) with a brass bushing. This makes it stronger but then you can't run it on the street.

The 205 also has some work done to it - I believe a stronger output shaft is a necessity. Profab also makes a kit that is pricey that replaces the gears and output shaft and locks it in low all the time and makes it indestructible pretty much but also obviously takes away streetability. I'd at least put an aftermarket output shaft in it. I have a 205 in my 78 that was considered for our new puller but we have found a manul 261XHD for it.

Ed
 
SmokeShow,

Anything that fits the Ford Dana 60 will fit the Chevy Dana 60 other than the gears and the diff case. Axle shafts will be different due to the short side being opposite, but outer axle shafts, u-joints, knuckles, hubs, etc. can all be swapped between the two. You could even build a Chevy hi-pinion 60 if you had both axles and swapped tubes between the two housings (although if you were going to do that, custom axle tubes would probably be about the same price and you could get heavier/stronger tubes pressed in). The only thing I would be concerned with in your Chevy 60 would be the Lock Right. Those are only as strong as the stock carrier. I've never heard those claimed as the ultimate in strength, but maybe in the front it will be ok.
 
I am no pro puller, but I would keep in mind that a High Pinion 60 like the Ford will also create more front wheel hop. Low pinion 60s dont wrap the front springs near as much. Of coarse if you link the front it is not as bad. I went through two high pinions in my Jeep, every time I hit the go button, I would hop and break a front joint, I have had a low pinion in it for a year now with no broken parts. Again, I am no pro puller, but I have built a ton of gassers.
 
Thanks folks... That's kinda disheartening to think the 14bolt might be fairly susceptable to failure at the 650-750rwhp range. I suppose it's our torque that owuld compromise it's strength cause I know they have stood up to 800+rwhp gasser pulling trucks. Same for the GM D60.


S'pose I'll keep an eye out for Dana 80 rear for when the rear blows. :D Is there a wide range of gears available for them? I'm liking the looks of 4.56s (what both current axles already have) for my target RPM but I was doing a quick check (didn't exhaust every source) for 4.56 gears for the Dana 80 and came up empty handed. :(


Y'all still got me questioning the front end as well. Hmmm. I got some time. This ain't gonna be done overnight but I'd like to have a game plan set to with so I don't waste time and money buying parts only to find out I should have done things differently.


Thanks for the help!


C-ya
 
stock 14 bolts will hold 800 horsepower from a gasser, the same with a NP205......after that and you start to strain stuff, but anything thats stock will be strained with over 800 horsepower........
 
SmokeShow said:
S'pose I'll keep an eye out for Dana 80 rear for when the rear blows. :D Is there a wide range of gears available for them? I'm liking the looks of 4.56s (what both current axles already have) for my target RPM but I was doing a quick check (didn't exhaust every source) for 4.56 gears for the Dana 80 and came up empty handed.


C-ya
Click to expand...

www.ringpinion.com
 
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