As far as I know, the break is the 3.73 and numerically higher. I could be wrong but all the conversations I have followed led me to this.Maybe I'm confused. I thought if I already had 3.73 gears, I had to get the locker for the 3.73 gears, down. The carrier brake is 3.73. If I intend on keeping those gears for a couple years, you're saying I can use my 3.73 gears on a carrier that's designed for 3.92 and up?
I was thinking you were talking Dana 35 sorry.
It's all good. Dialogue like this just makes me research stuff even more. The more I learn, the better off I'll be when it comes time to open up my wallet to make a purchase. Appreciate the input!
Through the years, I've heard, and subsequently used, the terms "deeper" and "steeper" to refer to the lower gear ratios. "Tall" gears also comes to mind, though I've heard people use it going both directions with the ratios. Talk about confusing! Ultimately, I know the differences and whatnot. The carrier break issue is something I wasn't aware of until recently. My experience has mostly been with Ford 9" and Mopar 8 3/4", neither of which have a carrier break. Sure do appreciate your input, @Rob5589. Thank you!
Thanks for the explanation, Jerry. I've seen the diagrams explaining all that, and it all makes sense. I've also seen the "thick" gears advertised, as well, though I will admit that at first, I had no idea what they were referencing. Figured it out after doing some research. It pays to investigate!The reason for carrier breaks in some axles is this... a low ratio like 4.88 has a smaller diameter pinion gear (fewer teeth) head than a higher ratio like 3.07 does. That low ratio's smaller diameter pinion gear means the ring gear has to be positioned physically closer to the pinion gear so the ring & pinion gears can engage. That requires a carrier that positions the ring gear closer to the pinion gear.
A high ratio R&P (like 3.07) requires the ring & pinion gears be a little further apart to accommodate the larger diameter pinion gear.
A low ration R&P (like 4.88) requires the ring & pinion gears be a little closer together to accommodate the smaller diameter pinion gear.
So the difference between low and high ratio carriers (aka case) is how far apart they position the ring gear from the pinion gear.
Or if you have a high ratio carrier and are converting to lower ratio gears, you can usually find a ring & pinion gear set that has a 'thick' ring gear. That allows you to run a low ratio on a high ratio carrier.
My Rubicon Lockers are set up for a high ratio. So when I recently installed 5.38 gears I couldn't replace the carrier since my full case lockers were also the carriers... I couldn't replace them and keep the Rubicon lockers. Fortunately Revolution Gear had a 'thick' ring gear version of my 5.38 gears so I could continue using the same carrier (which is the Rubicon Locker).
That's why the label on my RGA gear box says "Dana 44 Thick 5.38". My low 5.38 ratio gear's ring gear was made thicker so it will reach the small diameter pinion gear on a high ratio carrier.
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https://www.quadratec.com/products/...CNVSRem9ZdORJLQyADCi5HOqkeaHLkD0aAtwOEALw_wcB. The right size compressor for 35s and lockers and designed for under hood installation. Bracket and tire inflation kit sold separately.
I cannot say if it is the weakest. What I can say is that I have seen more broken ring gears than pinions. Take that for whatever it's worth.
It's not worth worrying about, it's a non-issue and more than strong enough for 99.999999999% of us. I have yet to see a busted pinion gear on any of the trails I've done in 22 years of wheeling my TJ.
Of the three types of gears in a diff, I'd say spider gears are weaker than pinion and on par or slightly more prone to shatter then ring gears. Imho
I'm still a little confused as to why you want to start with 3.73. with the 5 speed I either not as the locker now it regear now. I mean 900$ for a locker that isn't your end game....
Not quite sure what you're asking, my friend. Maybe "auto-correct" jumbled it up? So, how I'm looking at it is this: I have 3.73s now, and I just ordered my 31" tires. It's not going to be a DD, but will only see FSR and snow, when it happens. The E-locker purchase installation by itself would surely be cheaper than adding gear purchase and installation front and rear. I can get the E-locker for the 3.73, and if...and that's a mighty big "if"...I ever want to re-gear, I can go with the "thick" version of the gears at that time. I just don't see me doing that for at least a couple of years, if ever. To me, this is an honest (with myself) and reasonable approach to it, considering.
Auto correct did a number.... Do you have a Dana 30 front axle? Yes, 3.73 gears means you already have the carrier in the front to go to the next numerically higher gear. I.e. 410. If you look at master rebuild kits and gears fr/rr it's another 600$ you are going to spend half that or should rebuilding the rear diff for the locker i.e. outer bearings seals carrier bearings....TJs are getting long in the tooth, odd ball parts like thick gears will get scarce soon. You will increase the value of that Dana 44 and the whole Jeep with a proper set of gears. IMHO you would be wasting money and effort...
Okay, I can accept that line of reasoning, and it gives me something to consider. I do appreciate input from folks on this forum. Rarely do I dismiss someone's viewpoint when it's based on reason and logic. Hell, I even appreciate the emotional responses, so long as folks realize it's ultimately me that will be dropping coin on this rig, and I have to go the direction that satisfies my needs, and not that of the masses. Thanks again!
As one who has shattered a few teeth on Dana 35 spider gears, I agree.
The 44 has been around for several decades and is still being used to this day. Thick gears for it aren't going anywhere. Same with bearings and seals, many of which interchange with many different differentials. There is no value increase to a gear swap unless he needs one. With 31's/4.0 he is good with 3.73.
