> Here are some comments concerning this post.
Bill, thanks for the heads up. I will digest this as follows...
> Also the spline count of the pinion gear is different unless you
source
> a pre 1970 Dana 60, which has the same coarse spline pinion. The later
Dana's
> have a fine spline pinion, a 29 spline if memory serves correctly. This
> different pinion spline count means that you cannot use a Rover driveshaft
> because you need to use an end yoke and convert your existing driveshaft
to a
> weld yoke style. The outer pinion bearing is also different.
Didn't know about the outer bearing, thank you. The driveshaft isn't a big
issue. There is an excellent driveline shop in Ottawa that has access to all
the "oddball" spicer modifier U joints, which allow one to run a mismatched
driveshaft and rear end - as in different series of yokes. Since the rover
driveshaft is but an assembly of Spicer/Dana parts and the Dana 60 is from
the same stable there should be an adapter U joint that would work. If not,
they can make them (Which admittedly is no good for my application, I want
something available) Since the rear driveshaft is so long on the 109, I'm
not worried about interference and clearance issues, there is at the most a
20 degree range in operating angles, probably closer to 15 from full bump to
full droop.
> The Salisbury Dana 60 may not be the strongest Dana 60 axle but is
isn't
> the weakest either. Dana's and Salisburys both have strong points and weak
> points. Most Dana 60's have 2 pinion carriers as opposed to Salisbury's,
> which have a a 4 pinion carrier so in this case a Salisbury is much
stronger.
> Lots of Dana 60's are semi-float axles especially the van applications
(and
> you are looking for an offset van application), Salisbury's are all full
> floats. Most Dana 60's have 1.281"/30 spline axles vs a Salisbury 1.24"/24
> spline but remember if all things are equal i.e. same diameter, material
and
> spline size , a full float axle is slightly stronger than a semi-float so
the
> difference between the two sizes isn't a large as it may seem. You are
> correct, that 1.5 inch/35 spline Dana 60's are fairly scarce and very
> desirable and usually very pricey.
I was aware of the 2/4pin carrier issue, however since the Dana 60 stuff is
so easy to find ( I already have a spare high gear split carrier) and I'll
eventually be replacing the carrier with an aftermarket locker that will be
much stronger, it is not a concern. The axles I am looking at are all full
float. I had to check a lot of different models, but I found that the super
long versions of the vans had an offset rear that is indeed a full float
rear. I would never trade the full floating design as it has saved my bacon
many times before.
> If you convert a Dana 60 to use in your Rover instead of a Salisbury,
> you can easily end up with an axle assemble that has stronger axles but a
> weaker carrier assembly.
Understood, however, there is the possibility of upgrading the carrier to a
stronger aftermarket locker (which I would like to do anyways) and I might
not have to invest in aftermarket axles AND a locker. Since the stock 30
spline axles should be adequate for strength (not saying that there is a
great difference in strength between the Salisbury and the D60, but there is
a slight strength increase due to the larger minor diameter of the splines
and the larger outer diam) I may never have to upgrade the axleshafts.
> Don't pull the tubes, Keith already explained why. You need a very
large
> special press and a very large spot welder to reattach them.
Noted. I'm no longer planning on doing this... Thanks for the info, much
appreciated, Keith and Bill...
> Shortening an axle shaft is cheap but resplining it is not and most
> machine shop don't have hobbing equipment. Also its not a good idea to
> respline an axle shaft that is already heat treated. Heat treatment is
> generally measured in two ways. First is the Rockwell C rating of the
> surface. This is the actual hardness. The second is the depth of
penetration
> of the heat treat. What this means is that the further you go into the
heat
> treated part, the softer the rating becomes until you get to metal that is
> not actually hardened. A good heat treatment penetration for an axle is 18
to
> 23% penetration. So if you respline an axle shaft you are machining into
the
> hardest and strongest part of the shaft. A solution would be to
reheat-treat
> the part but this is not inexpensive either.
I'm trying to get a shaft that will work, from off the shelf. The long side
ends up being grotesquely long because of the offset, I'm wondering if a
centered 30 spline rear with a 65" WMS might net me the right length. I
don't suppose you have a Spicer Dana book that would list part numbers and
overall lengths? That would be excellent.
Thanks again Bill, you truly are a wealth of information and it's nice to
see that some vendors posess a deep understanding of how their products are
made. You are a wealth of information, one day, when I'm not having to pay
bus fare in pennies, you'll definitely be getting some of my business!
But, for now, I'll keep fiddling.
J-L
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