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OD transfer case
- Thread starter tobyS
- Start date
red
Active member
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- Eagle Mountain/Utah
Thought about it, but more hassle than you think.
The front output shaft is on the opposite side. So you would need to remove the front axle, pull the knuckles off, pull the differential, spin the housing 180 degrees, then reinstall everything.
The other issue is the rear axle. The upper part of the differential is on the passenger side, on the 5 ton it's the driver side. So the driveshaft going from the transfercase to the middle axle will be angled sideways. assuming the air tanks are not in the way the ujoints will have a short service life.
Can't pull the diffs out of the rear axle, spin the housing, reinstall, and fix the issue. Diffs are center mounted in the rear axles. If you remove the diff and reinstall it backwards it would work for awhile. the differential gears wont last long because you would be driving on the backside of the gears, where they are the weakest.
Easiest way would be to swap in the 5 ton axles, takes care of all the alignment issues. For the cost to do that, it's cheaper/easier to go with a 5 ton.
The front output shaft is on the opposite side. So you would need to remove the front axle, pull the knuckles off, pull the differential, spin the housing 180 degrees, then reinstall everything.
The other issue is the rear axle. The upper part of the differential is on the passenger side, on the 5 ton it's the driver side. So the driveshaft going from the transfercase to the middle axle will be angled sideways. assuming the air tanks are not in the way the ujoints will have a short service life.
Can't pull the diffs out of the rear axle, spin the housing, reinstall, and fix the issue. Diffs are center mounted in the rear axles. If you remove the diff and reinstall it backwards it would work for awhile. the differential gears wont last long because you would be driving on the backside of the gears, where they are the weakest.
Easiest way would be to swap in the 5 ton axles, takes care of all the alignment issues. For the cost to do that, it's cheaper/easier to go with a 5 ton.
Thanks red
I didn't realize there were so many layout differences. I'm buying an A3 that has a tranny problem and it has me looking at the threads on the drive-train and the quest for safe highway speeds. I'm not that glutton for punishment. I'll just rebuild the tranny for now. Higher speed would work best by ratio change at the differential, I'm concluding. Oh, and a front lockout. Have you ever seen an intermediate axle lockout?
I didn't realize there were so many layout differences. I'm buying an A3 that has a tranny problem and it has me looking at the threads on the drive-train and the quest for safe highway speeds. I'm not that glutton for punishment. I'll just rebuild the tranny for now. Higher speed would work best by ratio change at the differential, I'm concluding. Oh, and a front lockout. Have you ever seen an intermediate axle lockout?
red
Active member
- 1,988
- 25
- 38
- Location
- Eagle Mountain/Utah
Havent seen a lockout for the top loader rockwell axles.
I was planning to do the same thing to my deuce last fall until I crawled underneath a 5 ton (parked next to a deuce) and was able to see the differences first hand.
I was planning to do the same thing to my deuce last fall until I crawled underneath a 5 ton (parked next to a deuce) and was able to see the differences first hand.