I think that Dodge could do better by providing greasable u-joints in their
drive train. It would give the owner at least one reason to crawl under
there to check stuff out. I often find that I check the A-arms, ball joints
and the CV joints, but then call it quits because nothing is greasable
without pulling things apart.
Mike, if you're looking to do a SAS (like I did a while back), I'd look to
use a Waggy 44. It'll be a few inches wider than your current setup, or you
could have the axle cut down and have custom shafts made. You'd have to
swap a different transfer case in though. I used a D300 with an adapter
plate/clocking ring. I had to modify the transmission hump a bit for the
D300 shifter (it's located on the passenger's side vs. the current drivers
side setup). Another option is to have the waggy 44 retubed. If you don't
intend to wheel too hard the D30 (D35 was/is the rear axle in most Jeeps '87
& up) Mine stood up to 35's until I stomped on the skinny pedal one day.
There are ways to beef it up to suit your needs. If you're intending on
using a D30, I just pulled one out of a buddy's jeep and would sell it to
you for cheap. E-mail me off-list if you need more info or are interested
in the axle.
Russ
----- Original Message -----
From: "Michael Maskalans" <dml@tepidcola.com>
To: <dakota-truck@dakota-truck.net>
Sent: Wednesday, December 31, 2003 2:58 AM
Subject: Re: DML: Re: t-case selection.....
>
>
> On Dec 30, 2003, at 7:02 PM, Neil W. Bellenger wrote:
>
> > <If no one else has managed to kill a transfer case from *wheeling* at
> > Jon's, I see no reason I'll be the first.>
> >
> > Dakota Dodge, our Buxton Maine member, exploded his t-case in much the
> > same way, while driving home from the 2002 BBQ.
>
> but he didn't blow it up /wheeling/. it was again from a bad joint -
> something that no case could survive at high speed.
>
>
> > <besides, if I get another 231, I'll want to find some locking hubs
> > like the truck should have had in the first place, so that this can't
> > happen again.>
> >
> > This is one that I wish you luck with. Dakota owners have bemoaned the
> > lack of aftermarket lock-outs since the dawn of the Dakota. Warn, Mile
> > marker, and Superwinch have collectively ignored the Dakota market for
> > as long as the market has existed.
>
> really? that's a pisser. until now I hadn't realized the completeness
> of the stupidity of a front drivetrain that was always turning. My
> only thoughts were those of the wasted economy and extra wear, not the
> possibility of the acceleration of catastrophic failures.
>
> > One way to get around this is to swap to a solid axle from a donor
> > truck that is supported by aftermarket or OEM hubs.
>
> I've been seriously considering a solid axle swap if for no other
> reason than the stupid balljoints, but have been having difficulty
> justifying it since the truck won't be spending too much more time
> offroad. I'm also foiled in the plans I was kicking around because the
> RamCharger's front D44 uses a passenger side drop, while I was
> expecting the contemporary dodge plan of driver's side drop. that
> surprised me. I'm thinking I ought to be able to find the front
> driver's side drop solid D35 out of a Heep for cheap.... and that it
> would be about the right width, but I'll figure that out at some point
> later. I don't like weak parts - even when they're replacing parts
> that are just as weak. but like I said, I'll figure that out later.
> Maybe I can find some IFS locking hubs and make them work with the
> Dakota (though doubtful....), or maybe I'll use the RC's axles and find
> a passenger side drop transfer case. or maybe I'll just ignore the
> problem altogether (most likely).
>
> especially right now, when I really need some sleep.
>
> --
> Mike Maskalans <http://mike.tepidcola.com/dodge/>
> '98 Dakota CC 0x4 318 (Borked) '84 RamCharger 4x4 360 (DD)
> mobile.612.618.4652 campus.585.274.2246 fax.360.364.3930
>
>
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