5.5" lift and 35"s

[AussieCJ7]

Correct me if I am wrong but didn't some come out with nissan engines?

Not in this Century.

yeah but they did before jeep was infected by stinky DC that has make the Jeep logo soft with crappy IFS and soft rooster interiors that are scard to get dirty

Even the future of the wrangler is doomed to be IFS within either the next or the one after modles

Death of one of the last real 4x4's

AMC may have been "any make of car" but at least they kept Jeep true to its heritage

[`maddog]

Have you been drinking Dave?

[AussieCJ7]

Have you been drinking Dave?

not a drop dunstable


nah just bit of a stir

[zzzz]

I was thinking of upgrading to a Dna27

BTW Ben what new diffs are going into your rig

GQ's

Running at full width

Explain your logic with going for GQ's and not GU's please...
The way I see it the GU rear is about the same strength as the dana 44.
The front is stronger but that is a hell of a lot of effort and cost to do what in my mind is a marginal upgrade ??

GU's would be a different story all together

cheers

z

[Wooders]

Pffhhh and that's full width....Iam waiting to see what 69" looks like
Mind you those nissan diffs have been on my mind for a LONG time...

SAY WHAT ????
Put Nissan parts on a Jeep ?
Next, you'll be sticking ROCSTA decals on the hood!

Gawd no I'm going German parts not crappy jap parts

[`maddog]

I was thinking of upgrading to a Dna27

BTW Ben what new diffs are going into your rig

GQ's

Running at full width

Explain your logic with going for GQ's and not GU's please...
The way I see it the GU rear is about the same strength as the dana 44.
The front is stronger but that is a hell of a lot of effort and cost to do what in my mind is a marginal upgrade ??

GU's would be a different story all together

cheers

z

A) GU diffs are far too wide, they would have to be cut down to run (realistically) and that brings its own basket of issues and drawbacks.
B) It's really only the CVs that are significanly stronger in the GU diffs, and I don't really plan on running standard CVs anyway. There are two types of beefed up ones we're looking at.
C) I'm picking up a set of GQ diffs, disc to disc with lockers and factory 4.6's for a very good price
D) This whole exercise won't cost me much at all, as I've sold my Super 30 and D44

We'll see how weak they are when I'm running them in competition with larger tyres I guess. To be honest, I was happy with the strength of the Super30/44 combo with my 35s in competition, due to my driving style. This opportunity has come up so I decided to take it.

I generally don't believe the hype toted around on internet forums about the strength or weakness, quality of design or performance of anything. I'd much rather work out what's best for myself with info from experience and my sponsor.

[zzzz]

A) GU diffs are far too wide, they would have to be cut down to run (realistically) and that brings its own basket of issues and drawbacks.
B) It's really only the CVs that are significanly stronger in the GU diffs, and I don't really plan on running standard CVs anyway. There are two types of beefed up ones we're looking at.
C) I'm picking up a set of GQ diffs, disc to disc with lockers and factory 4.6's for a very good price
D) This whole exercise won't cost me much at all, as I've sold my Super 30 and D44

We'll see how weak they are when I'm running them in competition with larger tyres I guess. To be honest, I was happy with the strength of the Super30/44 combo with my 35s in competition, due to my driving style. This opportunity has come up so I decided to take it.

I generally don't believe the hype toted around on internet forums about the strength or weakness, quality of design or performance of anything. I'd much rather work out what's best for myself with info from experience and my sponsor.

a) good point - I was unaware of the width. What is the WMS to WMS of GU's?
b) how much stronger than the super 30 will they really be? ring gear is bigger obviously...what about the super 44 v's GQ?
c) A good deal on stuff is always a great catalyst for change
d) I am sure the cost of brackets, steering, driveshaft modifications, brake lines etc. will add up signifcantly

Just seems to me you will be spending time and money to "upgrade" to something marginally better than what you had already have.

I figure if you are going to upgrade you may as well do it once as there is a lot of time and money involved in the conversion.
The proof will definitely be during competition and how they hold up to your driving style and tyre size etc.

After the seeing the amount of carnage guys running GQ diffs had to deal with at tuff truck I would not bother with them and would go straight for GU's. Not sure if you class that as internet hype, but we got to see a lot of comp rigs first hand at tuff truck and it was interesting obvserving and chatting to the competitors over the weekend.

Anyways, definitely looking forward to seeing the outcome and some long term real world testing on a jeep

cheers

z

[`maddog]

A) GU diffs are far too wide, they would have to be cut down to run (realistically) and that brings its own basket of issues and drawbacks.
B) It's really only the CVs that are significanly stronger in the GU diffs, and I don't really plan on running standard CVs anyway. There are two types of beefed up ones we're looking at.
C) I'm picking up a set of GQ diffs, disc to disc with lockers and factory 4.6's for a very good price
D) This whole exercise won't cost me much at all, as I've sold my Super 30 and D44

We'll see how weak they are when I'm running them in competition with larger tyres I guess. To be honest, I was happy with the strength of the Super30/44 combo with my 35s in competition, due to my driving style. This opportunity has come up so I decided to take it.

I generally don't believe the hype toted around on internet forums about the strength or weakness, quality of design or performance of anything. I'd much rather work out what's best for myself with info from experience and my sponsor.

a) good point - I was unaware of the width. What is the WMS to WMS of GU's?
b) how much stronger than the super 30 will they really be? ring gear is bigger obviously...what about the super 44 v's GQ?
c) A good deal on stuff is always a great catalyst for change
d) I am sure the cost of brackets, steering, driveshaft modifications, brake lines etc. will add up signifcantly

Just seems to me you will be spending time and money to "upgrade" to something marginally better than what you had already have.

I figure if you are going to upgrade you may as well do it once as there is a lot of time and money involved in the conversion.
The proof will definitely be during competition and how they hold up to your driving style and tyre size etc.

After the seeing the amount of carnage guys running GQ diffs had to deal with at tuff truck I would not bother with them and would go straight for GU's. Not sure if you class that as internet hype, but we got to see a lot of comp rigs first hand at tuff truck and it was interesting obvserving and chatting to the competitors over the weekend.

Anyways, definitely looking forward to seeing the outcome and some long term real world testing on a jeep

cheers

z

WMS on GQ's are about 3" wider in total over D30/44. GU's are about another 2" on top of that if I remember correctly. Couple this with the 15x10's and the 38x14.5/15.5" tyres, the width starts to get unmanagable in terms of keeping flares over them. That was the major turn off for me.

Talking about strength probably won't do us any good until I test it, I guess. We'll know at Nissan Trials/Woodpecker for sure. The cost of fitting them isn't much because of the price I was able to get the diffs for, and the fact my sponsor is supporting me with the installation. If I end up breaking them a couple of times, it will be a relatively simple exercise to swap with a set of GU's, but I'm hoping it doesn't come to that.

[Butt Craic]

The problem with judging a differential's performance on their integrity at Tuff Truck is that A LOT of the drivers used plenty of right foot to make up for poor choice in driving lines and plain "average" driving. Those rigs were also generally substantially heavier than a TJ.

There are plenty of GQ diffed vehicles getting around that are running big engines and big tyres. Most of them opt to run the heat treated CVs which bring the strength a little closer to that offered in a GU CV.

From the rough costings I got when I looked into the GQ option it was also going to be substantially cheaper to modify those than to import a set of built diffs from the US. If you keep your eyes open and are patient, you can pick up a set of GQ diffs with 4.1 ratios, lockers and disk brakes front and rear for $1200-$1500. Add about $1000 for non-genuine ratios up to 4.88 and you've got a lot of coin still to spend with a fabricator before you end up anywhere near the shipped cost of import diffs.

My terms of reference for my comments? I competed in my GU ute on tyres up to 38s, have been a winch bitch for my brother in a built SWB GQ running 36s and am now running the TJ with the Super 30 front end.

[Wooders]

A) GU diffs are far too wide, they would have to be cut down to run (realistically) and that brings its own basket of issues and drawbacks..

Actually narrowing the diffs brings about a few issues too - and that includes roadworth - hnce why we paln to keep the full width....which will be about 4" more than the GU
But think of the stability

[`maddog]

haha how are you going to flare that?

[Thor]

haha how are you going to flare that?

widen the tub by adding a few more slots to the front grill

[AussieCJ7]

haha how are you going to flare that?

remeber that tv show the flying NUN

Wooders will have the flying jeep

[planb]

gq axle parts are also far cheaper to replace when they do break than dana gear here in aus.

the hb260 gu axles are massive (44mm od axles from memory) and cv's designed to carry a 3 tonne vehicle. the ring gears are bigger than a dana 70 !

unless you drive like birdy/winch challenge style, where he doesn't even use low range, coz he cant get the wheel speed high enough, then fitting gu's would be an over capitalisation, especially on a tj built for the rocks.

there are plenty of rigs running gq axles and 38s.

in a perfect world (or in the us) you guys would swap in junkyard D60s for spare change but in aus, the gq is still an upgrade from the d30/d44 combo

[zzzz]

gq axle parts are also far cheaper to replace when they do break than dana gear here in aus.

the hb260 gu axles are massive (44mm od axles from memory) and cv's designed to carry a 3 tonne vehicle. the ring gears are bigger than a dana 70 !

unless you drive like birdy/winch challenge style, where he doesn't even use low range, coz he cant get the wheel speed high enough, then fitting gu's would be an over capitalisation, especially on a tj built for the rocks.

there are plenty of rigs running gq axles and 38s.

in a perfect world (or in the us) you guys would swap in junkyard D60s for spare change but in aus, the gq is still an upgrade from the d30/d44 combo

GQ is stronger than Dana30 front, I will give you that
GQ is about the same as Dana44 rear, and I don't think there is much in it.
The upgrade is marginal and maddog is lucky enough to have a lowered install price for all the custom work.
If I had to pay for fitting of custom axles I would be making sure it was the last time I needed to do it.

Can you give us prices for GQ parts so we can make a comparison?
I can get a full set of inner and outer axles plus unis for a dana30 for around $400.
They do have to come from the US, but at those prices it is pretty cheap to break.
I am sure however the ring gear is cheaper for nissan

Don't get me wrong the Gq's are definitely better, but just not by enough for me to see the value, given the work and cost involved.
The front pumpkin is also on the wrong side, so you either need to change transfer cases to an atlas/dana300/etc or get the GQ diff retubed to the other side.

I don't think GU's would be overkill for a TJ if you are considering running 39" plus tyres and comps such as Tuff truck.
Did you notice how much breakage there was??
How many GU CV's broke?
How many GQ CV's??
I wish someone had a tally of breakages

I believe if anything you are probably less likely to break with high wheel speed. Especially in high range as there is far less torque multiplication at the wheels.
Shane broke a spicer dana 60 35 spline uni joint, crawling with 38.5's at tuff truck and it was just because the right hand front tyre had so much grip on a rock. No bouncing, very little throttle, just too much traction at that time...

I am definitely looking forward to maddogs install and seeing how they hold up in real world application. The TJ is a lot lighter than the GQ and given the inclusion of upgrading the CV's they should be pretty good.
But will they be good enough??

Are there upgrades for the rear GQ diffs?
Dana44's can be upgraded to a 35 spline, 1.5" axle if you want to spend the dollars

More nissan axle tech always welcomed as I am just a jeep/dana dude

cheers

z

[Wooders]

haha how are you going to flare that?

I have a set of 10" flares in the show room right now - but I'm thinking 12" flares should do it

[D'sYJ]

I have a buddy that just did the 5.5 lift adn he bolted his 37's on and know he is gonna lower it to the 4.5

Heres a link to the thread on it

http://timbercrawler.com/bb/viewtopic.php?t=8783

[wolfe 503]

I saw a pair of diffs today, destined for a tube buggy, at sams with a price of $ 20,000.00 on them, they looked like 9" but i could stand corrected.

[andy_noble]

Correct me if I am wrong but didn't some come out with nissan engines?

Not in this Century.

Thats all right, i think the TJ's we are talking about here are pre 2000 models