[PMA4x4]

First off keep in mind this is NOT to be a rock crawler but an expedition vehicle with 32" ATs

So When i find a WJ with the 4.7HO it will in fact have a dana 44 aluminum housing which limits me to lunchbox lockers and no ARB. I have heard the bearings have a tendency to go out around 100K and they dont like to much abuse anyways. One guy over on NAGCA actually damaged his housing buy lifting it with a floor jack.

Tell me if this is crazy...

knowing the light trails with a 4.7HO motor, 32" tires and occasional diff lockage. What if I built a Super 35 with a truss? This will give me the ARB I desire and a beefy rear axle at least more then enough for my application.

ok let the flaming begin!

[Number7]

I have been running a super 35 for years on my TJ with on problems. George

[PMA4x4]

Well, first off I emailed Superior axle and alloy to see if they offer 30 spline shafts for the WJ axles.

My worry is if the shafts will hold up to the 4.7HO. Now I know I am not one for going happy on the skinny pedal but I just want to make sure it aint gonna snap under 330+ lbs of torque.

I wish I could remember the formula to figure out how much torque was actually at the hub.

[Bradywgn71]

Absolute Ratio x Engine Torque = Torque to the Hub

Ratios multiply so: First gear of trans times low range transfer case times rear end ratio equals Absolute ratio.

3.00 x 2.72 x 3.73 = 30.4368 ratio in a stock V8 GC first gear low range

Take this times torque: 330 x 30.4368 = 10044 lb/ft at the hub

This does not take into account drive train losses which can be easily 35% in a 4x4 vehicle. It does assume 100% traction on one hub.

At 35% loss, that's still over 6500 lb/ft of torque to the hub.

That's why things go "snap" when you're heavy on the skinny pedal. Remember 330 lb/ft of torque was measured at the flywheel under full throttle conditions when they rated the engine. I doubt most of us drive that way (Offroad anyway ). I'm going to stay with my D44A with the Varilock until something lets go. The only advantage to the D35 I can see is the option of the ARB and it's a bolt in axle. For me, I'll be looking into a D60 or a 9" if I need to replace it. Even the Pink Jeeps in Sedona have D60 rears for durability and weight carrying. I think a Super 35 in a standard TJ like Number 7 is fine, not so sure about having one in these heavy pigs loaded up with gear. Just my opinion, I have no personal experience with the Super 35 and I may be totally off base. It may give you long service built up and trussed to prevent bending the tubes.

If you find a GC 4.7HO, Quadratrac II has "open" axles and will accept lunchbox lockers. Quadradrive (found with most HOs) has Varilocks (LSD) front and rear and no lockers are available due to different carriers and axle shafts. This won't matter if you switch the rear axle to a D35. You'll need to check for rear driveshaft length though. I'm pretty sure it'll need attention.

[ducksface]

My Ghost weighs in at 6000lbs loaded.
It has a stock 8.5 chev in the back and a smaller diff in the front with IFS.

I have never broken a thing with 300ftlbs of torque.

As you all say that Jeeps are at LEAST 4 times greater than ANYTHING else, I'm sure you'll be fine.


[The above was the antidote to Bradywagons excellent work. Some of us overloaded on that....]

[Bradywgn71]

I was bored at work...

[PMA4x4]

I full understand what I am looking at doing. I knew final ratios I just could not remember the torque formula.

So far what I am finding in regards to the WJ Dana35 is the following

First off the axle is wider (this is just due to WJs being wider) This also means no Super 35 shafts
Center section and gears are same as other Dana 35s
diff cover is same as other Dana 35s
Shafts are still 27 spline
axle tubes are thicker
The axles is a NON c-clip and uses standard captured shafts with press fit bearings. similar to ford 9" or D44s
The axle shaft bearings are the same size used in Dana 44s (Set10)
heck even uses same axle shaft retainer as D44
Shafts are still 27 spline

Also looks like we will just be looking for a regular 4.7 if it has the HO bonus.

[theksmith]

fyi - all v8 wj's have the d44a, and as you already have found out, only automatic lockers are available for them.

i never broke a 44a shaft. with several years on 33's, and a little bit of time on 35's. i did however bend shafts a couple times at the outer bearing. they couldn't handle the rig fully loaded for an expedition and hitting bumps/whoops/washouts/etc at speed. other than that, if you truss them they are a decent axle i guess.

do realize that they came in both an open carrier and quadra-drive limited slip carrier version, and the axle shaft lengths are different. if you wanted to put a auto locker in it, you have to have the open carrier and matching shafts. (well actually, the longer-side shaft from the quadra-drive version can be cut down and work in the open carrier).

also, some ZJ's had 44a's but they are definitely narrower, have different brackets, and are c-clip i think.

i am not aware of any shaft upgrades for the 35 or 44a on the wj.

the front dana 30 uses a potentially weak CV style shaft. Iron Rock offroad sells upgraded alloy u-joint shafts for those. i would also truss the front if keeping it for a long time. oh, RCV now has shafts for the bastard WJ 30 as well, but that really seems like polishing a turd for their costs.

this bolt in 60 rear-end seems like a great deal for simplicity - had i not found the used JK rubi axles, i would have likely gotten it: http://eastcoastgearsupply.com/i-616...-assembly.html

they also have a front 60 for the WJ, but it's pricey and seems like too much weight and just plain overkill unless you are making the WJ into a rock crawler on 37's.

if i was starting over and just doing expeditions, but with intent to hit some more difficult ones - i'd get that rear 60, truss the front and put in the IRO shafts, and keep it at 4.5" of lift. with that setup, you really shouldn't need to carry a spare anything for the drivetrain except a driveshaft, and if you get a t-case that you can SYE and then go with a 1350 HD shaft, you wouldn't need any drivetrain spares. wait - i take that back, a spare front unit-bearing would be good to have still with that setup.

[PMA4x4]

After more research and discussing what we want to do with the upcoming WJ the tires size is going to stop at 32" realistically.

I know all V8s come with the 44HD but we are wanting selectable lockers. Their are no "Super" shafts available period.

I want direct bolt up so yes I would have to swap in a D35 from another WJ. I dont have to worry too much about weight as most of it will be carried on the trailer.

The plan at this very second
4.10s
Truss both 30 and 35 to full widths
Weld tubes to center sections
ARBs front and rear
242HD conversion
U-joint driveshafts
Carry with a full spare set of shafts.

Part of the idea is to keep with OEM or at least conventional OEM parts so that when something does give I can still get it at a regular parts store.

Nothing is set in stone until its ordered!

[ducksface]

Yes, I stay as OEM as possible.
Even when I did an upgrade on the idler-arm I made sure it was all stock 1 ton components.
No off-the-wall brakes for me, no hydraulic brake conversion, no weird transfer cases...just off the shelf stuff. Maybe some meaty 3 ton stuff, but off the shelf none-the-less.