Changing Gear Ratios in 5 Ton Military Axles UPDATED

Elevation Loading Double Reduction Differential

Past having the center department (diff assembly) driblet in from the top of the axle housing instead of the front or rear similar conventional axles, this allows a few positive things to happen; 1) the driveline angles tin can be reduced as bulldoze pinion is located at the very top of the differential, this also helps keep vulnerable driveline components out of the fashion of trail obstacles, and less probable to be submersed in mud or water. It too allows a pinion mounted brake system to be used without the risk of information technology existence damaged. Also, with the differential being double reduction and top loading at that place isn't a large crown gear hanging down below the axles center line, with the proper shave kit, the basis clearance under a ii.5 Ton pan can exist comparable to a dana 44.

Fully Sealed Steering and Axle Components

The 5 Ton axles run a kick that seals to the axle tube and the outside of the steering knuckle. If properly maintained, these boots will completely seal out mud, water and dust from the kingpins and beam shaft u joints, it also prevents contamination from e'er entering the wheel bearings through the backside of the spindle.

Easy to Work on the v Ton Axles

Don't require much for specialty tools to be serviced, field jobs similar changing axle shafts, bearings or seals tin can all be washed with simple paw tools. Center chunks tin can be a bit more complicated to work on, but seldom require repair. Also, the square plate steel axle housings are easy to weld to and build brackets and mounts for.

Do I Need to Run Boots on My Rockwell Axles? Fifty-fifty If I Am in Dry Conditions or If I Run Sealed U Joints?

Yes, the Rockwell axles are designed to utilize knuckle boots, they prevent dust, clay, and water from entering critical wear points like the rex pivot bushings, thrust surfaces on the beam shafts, u–joints, as well the Rockwell axles don't use a seal within the spindle, without the boots it is possible for contamination to enter the Hub through the inside of the spindle downwards the stub shaft. Information technology is highly recommended to run one-slice silicone boots and go on them in practiced condition. It will help to significantly cut down on maintenance costs.

Different Versions of The Military v Ton Axles

In that location are iii common versions of the 5 Ton military axle,
the oldest is known as the 800 series
identifying markers on these axles is the smooth Hub and circular bottom diff pan, most of these axles also came with hydraulic drum brakes, axle shafts mutual in these axles were the brawl and hook and the cv style, the Hubs on these axles are the nigh desirable as they can exist easily flipped to alter track width same as the 2.5 Ton axle

Adjacent newest fashion was the 900 series, without CTIS (central tire inflation)
these axles can exist identified by the Hubs, instead of existence flat beyond the circumference they accept a dish, these Hubs cannot be flipped to modify WMS like the 800 series, these axles besides came with u-joint style axle shafts and air drum brakes

The concluding and newest version of the five Ton axles is the 900 series with CTIS
these axles can exist identified by a apartment bottom unequal pan and dished Hubs with fittings for the CTIS, these axles all came with u-joint way front axle shafts and air drum brakes

Parts Interchangeability

Between the iii versions of the 5 Ton axles in that location are some parts that will interchange

Offset off is the axle shafts, all rear shafts will interchange between the 3 different versions' at that place is no difference in length or spline diameter, front shafts however are slightly unlike, betwixt the 800 series and 900 non CTIS axles all the shaft will interchange without whatsoever issues, including ball and claw, cv and u-joint styles, but trouble is when you endeavor and change shafts between the 900 CTIS axle and the older 900 and 800 axles, the problem lies in the inner axle tube seal, the newer CTIS axle shaft has a larger seal surface on the inner shaft equally all the other versions, pregnant the shaft wont fit in the smaller older axle tube seals, however we do offer a conversion seal that will allow you lot to install the newer shafts in the older axles

5 Ton Hubs all 3 versions of the v Ton Hubs cam be swapped between the various axles, y'all will need to keep the bearings with the advisable axle, for example if yous go to uses a 5 Ton CTIS Hub on a 800 non CTIS rear housing you volition need to use the 800 bearings in the CTIS Hub, same goes with the seals, ane more than thing to mention is the 900 CTIS axles use a smaller sized spindle nut that will not work on the older not CTIS spindles

LOCKERS
The majority of 5 ton axles all come with open differentials, at that place were a few versions that had air lockers and are commonly knows every bit a 7ton, also the armed forces had a few versions of rear axles that came with a Detroit locker, there are no real identifying marks the best way to know for certain if you have an axles with a Detroit is to hold ane hub while yous spin the other

PHYSICAL WEIGHT AND DIMENSIONS/ SPECS

military ratio is 6.44

Front end beam no brakes 1250lb
With brakes 1650lb

5 Ton axles have 2" diameter axle shafts

Bolt pattern: 10x 285mm, is the same as most medium/ heavy highway trucks