M38 Dana 44 yoke on a modern dana 44?

Hi,

So I blew up my dana 23..... and decided to build up a dana 44 I got from an m38.

I plan on changing the gearing to 4.88 from 5.38 (so I dont blow up my transfercase too)

does anyone know if I can use the same pinion yoke?


I found this: http://www.summitracing.com/parts/SAG-D44489/
and figured that would work for my gears

I just want to know if I can use the yoke thats already on the thing.

Thank you,,
-Eric

 

The new gears will have a fine spline pinion gear and your 23-2 will be a coarse spline pinion gear so you will need a new yoke.


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Nick is correct on the spline count-all the old Jeep stuff is 10 spline and the gear set you are looking at is 26 spline. You have two options: buy a new 26 spine 1310 series yoke or find a set of used 4.88 D44 gears. I think the 10 spline yokes were used up until about 1969 and a lot of the 225 powered CJ's had/have the 4.88 gears. The 4.88 gears were also an option in FC 150's. Both sources should fit but neither will be very common.

As to blowing the transfercase, a D18 is a whole lot less fragile than that D23 axle.

 

Thank you for the responses.

the only reason im worried about the d18 is because its the small (3/4") idler shaft version.
I thought with 5.38s the 225 might be putting too much torque down into it.

the biggest tires I plan on running are the STA super traxions, which are like 30-31 I think.

I will go find a yoke now

 

Do you think the transfercase will be fine with the 5.38s?
Im just about to rebuild it with a NOS intermediate shaft.

 

The 3/4" shaft version certainly would not be my first choice behind :v6:, but it will no doubt work-you will just be replacing the shaft and bearings more often. Probably not everywhere, but the 1.25" shaft D18's are about a dime a dozen around here and would be a better starting point.
5.38's are probably the most common gears for old Jeeps and what was behind most D18's.

 

The 5.38 should be easier on the xfrcase than the 4.88s, not harder on it.

At least for torque loading.

It will be harder on the tcase if you drive the same speed with both gear sets, but that will be due to the higher RPM you will have to put through, not the torque.

 

Im not sure I understand.

So because the gears are turning faster in the back, its less torque per stroke? i dont get it.

I do plan on doing some long haul drives in it, like 3-4 hours on the highway.
What would be the best way to accomplish this?

Thank you for you comments
-Eric

 

Because the transfer case output must turn faster to turn the wheels the same speed wear and heat will increase on the transfer case bearings, gears, etc.
I agree with Duffer, I'd upgrade the transfer case to a 29 tooth 1 1/4" intermediate case if possible and sell the 27 tooth small intermediate transfer case to someone restoring a military Jeep. Strength, longevity, and parts availability are much better with the later units. Even a 26 tooth 1 1/8" unit would be an upgrade.


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Like Nick said...
Besides that the early military transfer case only has 1.97 gear reduction

 

Think of it like the transmission in your car-------it is easy to start off in first gear, but try starting in third----much more strain on the drivetrain, more labor for the engine. The lower the rear end ratio, the easier it is on the rest of the drivetrain, from the standpoint of getting things moving.

What Nick said about heat and wear with increased RPM per MPH.

Two different issues, that work more or less in opposition to each other.

 

Thanks for mentioning that Ken. I'd forgotten that aspect.


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Thanks for the help guys,
I will look around for another d-18 but so far it seems like there are not any around.
I wonder how much an early gpw (f-stamped) d-18 is worth?
It has the oilsoaked external brake and everything