Just went to junkyard n saw a mid 2000s 2500 GM van, had a Dana 60 rear, and disc brake 6 lug. These worth anything? Don’t have anything to put it in but if worth something might get it flip it.
CK5
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Dana 60 rear 6 lug late model
- Thread starter b454rat
- Start date
Wonder if that would be worth running in my blazer after I lunch the 12bolt I trussed up lol
If I was staying 6 lug I'd snag it. But the Yookon is going SAS 8 lug. I might get it just to hang on to. They had a Dana 70 from a van with discs I want to put in my 99...
The Dana 70 in the vans with disc brakes are super 70’s. They have a very weird carrier where the spider gears are offset. I think the only differentials for them are open carriers or trac-loc. You can put something like a Detroit locker or ARB in them but that makes one axle too short and the other one too long.
I am not sure about the Dana 60 that is in them but I think it is the same way. The Super 70 will have a 12 bolt cover instead of the standard 10 bolt one. I think the Super 60 does too.
I am not sure about the Dana 60 that is in them but I think it is the same way. The Super 70 will have a 12 bolt cover instead of the standard 10 bolt one. I think the Super 60 does too.
Ive been looking for one for over a year now to stay 6 lug on my street k5. What can you get it for? You arent THAT far from me.
I COULD get it tomorrow but they have no yard guy or loader. And I'm not as young as I used to be, so no way can drag it up to the top. Its way in the back row, so doubt it's going anywhere anytime soon. Plus it's supposed to be a monsoon here tonight into tomorrow...I'll see what I can do....
It’s actually the pinion that is at an odd offset in the housing for lower ratio capability and the carrier flange is offset as well on some of those specific diffs.
It’s possible to play around with certain R/P’s and carriers to use other ratios and/or better diffs but it’s easy to get into dimension troubles like you mentioned with the spline engagement.
Note: The very early GMT400 DRW trucks used D70-3’s that had odd pinion offsets too.
Ya gotta be careful when playing around with D60’s/D61’s & D70-xxx axles and changing gears and carriers.
We got 4.56 and a Detroit in one of those 12 bolt 70s. It really wasn’t that remarkable.
That 6 lug 60 is supposedly pretty standard 60 stuff.
That 6 lug 60 is supposedly pretty standard 60 stuff.
It’s been quite a while since I last played with one but we put a 4.56 in some variant of the odd D70 and I recall machining down one side of the carrier journal inwards and removing the excess and making a very thick shim for the other side but all worked out well in the end.
Did a few D61’s with no issues with 4.56/4.88 ratios but was not able to do it with a set of 6.17’s - I guess at some point the dimensions just don’t jive…others may have had better results.
Did a few D61’s with no issues with 4.56/4.88 ratios but was not able to do it with a set of 6.17’s - I guess at some point the dimensions just don’t jive…others may have had better results.
So is the 70 worth grabbing? I would have to regear it, has 3.73 right now and at minimum need 4.10s, but possible run 4.56s, and would like some type of posi. It's not gonna be an offroader but a tow pig....
Yeah, I did not think those van D60’s were the Super variety type either.
Added this : this is a SRW D60 not the DRW versions that I was referring to - I don’t know what comes in the newer type vans now.
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It’s very doable in that gear range - I think Spicer even offers up to a 4.56 in the odd offset range ( not positive on that but I think they do ) .
Well I gotta figure out what it is. I can't remember if it was a Chevy or GMC, but according to Randy's they list different axles for each. I know it's not a 14ff, thought it was a 70 since it's full float, and too big for a 60. It's an 03 3500, GMC lists a Super 60 or 14ff, Chevy and it's an 80.....
You are talking about the Dana 70-3HD that was in 88 and 89 1 tons with a 454. The Super 70 just has the spider gears offset in the carrier. I posted pictures on Pirate a long time ago and I think I may have on here also in the build thread of the guy that built the straight ax Escalade and later switched it to rear steer. I will see if I can find them. The super 70 also uses side carrier bearing adjusters like the 14 bolt.
linked one ton escalade (coming back soon)
I think you have ADD and need to visit your local physician... I told him on facebook that he needs something stronger than Adoral...
ck5.com
post 187
Yes, the D70-3HD is what I was talking about at the end but for some reason I thought ya had come across a Super 70 that had the odd 5/8” pinion offset like the D70-3’s did - I’m not say’n that the S70’s come that way, I somehow got it in my head that that is what you found.
Gotcha !linked one ton escalade (coming back soon)
I think you have ADD and need to visit your local physician... I told him on facebook that he needs something stronger than Adoral...
post 187
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I think it’s a shame that DANA went to a single piece carrier in the mid-seventies and still uses one in a SUPER 70 series nowadays.
I love DANA/SPICER stuff but the bean counters won the fight on that one….
This is a post from Pirate4x4 where a guy put an ARB in his Super 70.
I can share more information about this axle, and some potential con's. I have one in my '06 Savana D'max and have worked on it a bit (brakes, installed ARB, new pinion bearings, etc).
1. There is not a lot of info about this axle, even from axle supply places and locker manufacturers. I was told by ARB that I was the first one to put their locker in a D70S. Not sure if that's true, but perhaps (it was a few years ago now).
2. The carrier and pinion bearings are D70HD variety. They are very large.
3. The side adjusters are WEAK, and can break. Mine was actually broken on the passenger side when I opened it up, and it was obvious that someone had pried on it at some point (dealer maybe, only had 47K miles when I bought the thing). Anyway, it was cracked and put uneven pressure on the bearing. I replaced it when I installed the ARB. It was an EXPENSIVE part from GM, ~$85 IIRC for one adjuster. USE A CASE SPREADER before adjusting the side adjusters. I measured the drive torque very accurately and could NOT get enough carrier preload without using a case spreader to take load off the adjuster.
4. You already mentioned this, but the cover is different than a standard D70. I welded a drain plug bung to my stock cover...much better that way!
5. The axle splines are Dana 35 spline. The hub bolt pattern (axle flange) is AAM pattern. It's a bastard, NOT a standard D70 axle shaft. In fact, I couldn't even buy a new axle from a Dana supplier, I HAD to go thru GM because of some agreement Dana has with GM. The axle was expensive!
6. Why did I buy a new axle? Well, the carrier is also a bastard. The spider side gears are not located in the same spot as a standard D70, they are offset in the carrier. When I installed my ARB, I found this out last after I stuck each axle in. The short axle was too short (maybe 1/2" engagment or less), and the long axle wouldn't seat all the way. Ah crap! My solution (until I buy some 300M shafts and flanges) was to use two long side axles. I cut them both down 1/4" IIRC, and made a spacer for the short side. The spacer is between the hub and the axle flange, and uses longer bolts. This has been working for several years. One day I plan to get some CTM's custom made the right length.
7. The wheel studs are metric. This wasn't a problem with the stock vehicle, but with a GM D60 up front, I wanted standard studs in the rear. I figured out how to do that, so it's possible. Now I run H2's with Dodge stock lugnuts. I could not find an OTS stud to simply replace the stock studs with, but came up with a replacement arrangement. I used a specific Dorman stud with a spacer under each head (which just clears the parking drum brake shoes).
8. The inner hub seals are some special 'replace every time you remove the hub' crap. They are a PITA. They are also expensive. I wish it had a standard AAM/Dana inner hub seal. I hate those seals.
9. Brakes were also expensive. Rotors came from GM (I wanted brand new ones when I swapped pads), and there are some good pads available for these calipers, I used Hawk's. The brakes are good, just expensive rotors!
10. The spring pad mounting center-center are wide. IIRC, removing the stock pads was a bit of a pain (or was that my old 14b?). Anyway, they will probably need to be moved for pretty much anything besides a van chassis- not a big deal especially with the axle out of the vehicle. I did mine under the vehicle (rotated the axle pinion up).
Overall, it's a decent strong axle. For the right price, it might make sense. I have no idea if a lunchbox locker would fit in the stock carrier. The stock GM locking option is the G70 (ratcheting deal). I'd really recommend it if not for the axle length/carrier side gear offset issues. I'm past the point of no return and will pick up good axle shafts in the future custom made to the lengths I need. If I was doing it again, I'd have found a different option (maybe a 14 bolt or D70HD). Just too expensive when you include the custom axle issues.
Another option for axles MIGHT be a blank D70 axle, and have the flange drilled to the AAM hub pattern. I brielfy looked and couldn't find anything when it was an issue.
I can share more information about this axle, and some potential con's. I have one in my '06 Savana D'max and have worked on it a bit (brakes, installed ARB, new pinion bearings, etc).
1. There is not a lot of info about this axle, even from axle supply places and locker manufacturers. I was told by ARB that I was the first one to put their locker in a D70S. Not sure if that's true, but perhaps (it was a few years ago now).
2. The carrier and pinion bearings are D70HD variety. They are very large.
3. The side adjusters are WEAK, and can break. Mine was actually broken on the passenger side when I opened it up, and it was obvious that someone had pried on it at some point (dealer maybe, only had 47K miles when I bought the thing). Anyway, it was cracked and put uneven pressure on the bearing. I replaced it when I installed the ARB. It was an EXPENSIVE part from GM, ~$85 IIRC for one adjuster. USE A CASE SPREADER before adjusting the side adjusters. I measured the drive torque very accurately and could NOT get enough carrier preload without using a case spreader to take load off the adjuster.
4. You already mentioned this, but the cover is different than a standard D70. I welded a drain plug bung to my stock cover...much better that way!
5. The axle splines are Dana 35 spline. The hub bolt pattern (axle flange) is AAM pattern. It's a bastard, NOT a standard D70 axle shaft. In fact, I couldn't even buy a new axle from a Dana supplier, I HAD to go thru GM because of some agreement Dana has with GM. The axle was expensive!
6. Why did I buy a new axle? Well, the carrier is also a bastard. The spider side gears are not located in the same spot as a standard D70, they are offset in the carrier. When I installed my ARB, I found this out last after I stuck each axle in. The short axle was too short (maybe 1/2" engagment or less), and the long axle wouldn't seat all the way. Ah crap! My solution (until I buy some 300M shafts and flanges) was to use two long side axles. I cut them both down 1/4" IIRC, and made a spacer for the short side. The spacer is between the hub and the axle flange, and uses longer bolts. This has been working for several years. One day I plan to get some CTM's custom made the right length.
7. The wheel studs are metric. This wasn't a problem with the stock vehicle, but with a GM D60 up front, I wanted standard studs in the rear. I figured out how to do that, so it's possible. Now I run H2's with Dodge stock lugnuts. I could not find an OTS stud to simply replace the stock studs with, but came up with a replacement arrangement. I used a specific Dorman stud with a spacer under each head (which just clears the parking drum brake shoes).
8. The inner hub seals are some special 'replace every time you remove the hub' crap. They are a PITA. They are also expensive. I wish it had a standard AAM/Dana inner hub seal. I hate those seals.
9. Brakes were also expensive. Rotors came from GM (I wanted brand new ones when I swapped pads), and there are some good pads available for these calipers, I used Hawk's. The brakes are good, just expensive rotors!
10. The spring pad mounting center-center are wide. IIRC, removing the stock pads was a bit of a pain (or was that my old 14b?). Anyway, they will probably need to be moved for pretty much anything besides a van chassis- not a big deal especially with the axle out of the vehicle. I did mine under the vehicle (rotated the axle pinion up).
Overall, it's a decent strong axle. For the right price, it might make sense. I have no idea if a lunchbox locker would fit in the stock carrier. The stock GM locking option is the G70 (ratcheting deal). I'd really recommend it if not for the axle length/carrier side gear offset issues. I'm past the point of no return and will pick up good axle shafts in the future custom made to the lengths I need. If I was doing it again, I'd have found a different option (maybe a 14 bolt or D70HD). Just too expensive when you include the custom axle issues.
Another option for axles MIGHT be a blank D70 axle, and have the flange drilled to the AAM hub pattern. I brielfy looked and couldn't find anything when it was an issue.
Wow, don’t know if I wanna go thru with all that bs. I need to regear, and the diff is open so some type of posi would be nice. I can get it for maybe 250-ish, which isn’t bad but not after hearing all this lol…
