Swapping axles

ronmc1954

ronmc1954

Member
Help me out here, pls. I am seriously thinking about parting out my 75 Scout. The tub is pretty shot especially in the cargo area. I am thinking of taking the axles out of the 75 and putting them under my 74. They are all d44's the 75 has a 3.07 ratio with trac-loc and my 74 has 3.31 ratio with open diff. I like the ratio of the 74 but the trac-loc on the 75 is a plus. Springs and brakes on the 75 are in much better shape.
My thoughts are to swap axles then go back and swap ring and pinion. Does that sound feasible to u-all?
Oh it's mainly snow and mud out here in the flatlands, no major off-roading. Everything should swap no problem, right?
Ron
 
The two carriers you describe are interchangeable with those two different ring gears...3.73 and down numerically use the same carriers. 4.10 and up numerically need a different carrier, that is the "break" point!

Personally, I'd not mess with swapping those ratios, there is actually little difference numerically between the two, in actual use I doubt you can tell the difference. Maybe drop "effective" engine rpm 200 or so at say 60mph??? Ain't worth it to me! But if ya plan some regular tow duty with a significant load, then 3.73 would be where I'd go if I didn't wanna swap carriers also.

The 3.07 set will work just fine as a dd in yore kuntry, that was the "economy" gear set used with an slushbox tranny in many oem specs. Ya can "adjust" the autotrans shift points a bit to take advantage of the slight difference in ratios.
 
Thanks michael, the only reason I am thinking about the ratio's is the 74 seems to have a lot more giddyup and go:gringrin:
motors seems good in both scouts even the same carbs and the tranny in the 75 "should" be in better shape, completely rebuild 15k ago. So the more snap seems to be gearing related. But that could be just my imagination. Tansfer cases should be the same also. I could always do the swap and worry about the ratio's later. From your specs there are not that far apart.
Maybe I just need to be a better body repairman:gringrin:
 
Stay away from the trac-loc, we call them crack-loc for there tendancy to break in half. You are much better off with out one. To mayben's point you are not gaining enough to justify the work imo.
 
ihochad said:
stay away from the trac-loc, we call them crack-loc for there tendancy to break in half. You are much better off with out one. To mayben's point you are not gaining enough to justify the work imo.
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It ain't a wheeler...it'sa dd/poser!

My fresh craklok has survived 8 years now of tremendous abuse in ice/snow/mud/rock/sand, snakin' logs, pullin' stumps, and over 35k miles of superoverload trailer pullin'. And that's inna fullsize truck not onena them wimpeeazz siimobiles! That one wuz onena them 100mile old Jeep pullouts that yore bubbas pushed inside it up at Auburn 4x4, that's how Jeff and I met! Not while he was there, but sometime after when I asked him some questions inna email about those!
 
I have a couple comments about trac-lok, also.

I ordered one when I ordered my 73 1210 t/a.

As long as you do not really "abuse" it (though mm looks like he does his best to "abuse" his vehicle:gringrin: -- just towing his trailer is "abuse"...), the trac-lok works fine (for "what it is" -- it is not a "locker".).

Of course, if you do hd rock-crawling / 4-wheeling; then it (and many other pieces on your vehicle) May "fail" / break... That is why there is a multi-million dollar industry providing u-joints, axle shafts, housings, gearsets and lockers for those people.

The same goes for any "limited-slip" / "posi-traction" axle of the era. People would break the posi housing in their corvairs (and other vehicles, I am sure) -- I have a billet steel posi housing (made by an after market company) in the posi transaxle on a corvair -- this transaxle also has a 4-spider gear modified carrier ( used mostly by the dune buggy / "race" crowd ). Do I really "need" it? Maybe / maybe not.

Btw, I have the original t/a order worksheet when I ordered my vehicle ---

the "regular" trac-lok option is $63.00;


the trac-lok for a 1210 t/a is $142.00.

I assume this means there is a "difference".... Between the two -- d60 axle being one.
 
Dave the gearman and I were yak'in about tracloc a few weeks back. He sez they're actually pretty tough, and with parts for powrlok hard to come by; he has absolutely no qualms about rebuilding and selling one. They mostly fail from brain dead operator/abuse. I have come to find from other 4wheelers that the case and cross shaft securing has been significantly improved and made stronger over the years.
Now runn'in the "crushers" and rock climbing is probably beyond their scope.
 
The early ones are soft, I split one in half in my cj5 with a v6, the ones in the new jeeps and currently available from the aftermarket are much stronger.
 
Thanks for the input everyone, I have read alot of posts about tracloks and staying away from them. I will say I have had the 75 for about 18 years and they have never given me any problems. I have not been nice to them, snow, stumps, trees and pulled a 18.5ft fiberglass boat, an old heavy boat. I will also say my idea of rough treatment and some of you hardcore's idea ( I use the term with respect) is different. Man there's no way I would 4wheel like you guys and gals do, it would be all kinds of fun though.
I guess for me traclocs work great.

Poser? Michael I prefer IH enthusiast!:dita:

anyway thanks for everyones input, I am doubtful about the open differential when I have been used to the tracloc. Winter will tell the tail.

I split one in half in my cj5
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Did someone say je_p!!!:nono: :nono:
between you and me goldie I had one to shhhhh

ron
 
Yea I wouldn't mess with the trouble of swapping the axles to put in a early style trac-lok. They do split in half, some time in the 90's however they finally redesigned the case to be much stronger. So I'd swap the brakes and if you want a limited slip get a take out trac-lok on e-bay the 3.73's and down units can often be had for cheap.
 
Thanks eric, I was watching a "limited slip diff" on ebay just yesterday and it sold for $124.50 I almost bought it then I stared thinking about the swap. Between the rear brakes completly redone on the 75 and the leafs springs it was making sense to me for the swap. The springs under the 75 actually have more leaves might have been some heavyer susp option or add-a-leafs, definitly better than the flat springs under the 74. But I am not always right, ijust May wait awhile, neither Scout is going any where, nor are they going to break down for a while, I hope.
Ron
 
goldie locks said:
the early ones are soft, I split one in half in my cj5 with a v6, the ones in the new jeeps and currently available from the aftermarket are much stronger.
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This is my point, we are talking about a 30 year old trac-loc here, not one that has just been taken out of the box. Both of the trac-loc's that I have broke have been on the street with 33" tires. Nothing "hardcore". I am simply saying that it is not worth the swap to get that trac-loc!
 
ronmc1954 said:
thanks eric, I was watching a "limited slip diff" on ebay just yesterday and it sold for $124.50 I almost bought it then I stared thinking about the swap. Between the rear brakes completly redone on the 75 and the leafs springs it was making sense to me for the swap. The springs under the 75 actually have more leaves might have been some heavyer susp option or add-a-leafs, definitly better than the flat springs under the 74. But I am not always right, ijust May wait awhile, neither Scout is going any where, nor are they going to break down for a while, I hope.
Ron
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The 75 should have more leaves in the packs since they would be rated at 3100lbs/pr front and rear for a cat converter avoiding 6200 lb gvw while the 74 would have 2500 lb ft and 2500 or 2700lb rear and a 5000 or 5200 gvw depending on how it was ordered.

There is a easy way to tell the early style case that earned the name crack-lok, they have rectangular windows to assemble the innards through, while the window on the later style style case has a "oklahoma" shaped assembly window.
 
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Eric, I am going by the LST on both scouts. I do know the 75 has lsd in it because when I first got it I change fluids without knowing about the special additive, until I did about 3-360's on and icey road one day:icon_eh: the rear axle kept wanting to pass the front on curves. Lol
according to the LST the 75 is 6200gvwb, and the 74 is 5400gvwa. Close enough.
Chad I agree about the tracloc's to many bad reports to disagree with all those that vote "no".
I apperciate everyones honesty.

Damm I got quit think'n so much, wouldn't I get some lift with the heavier spring pack? They definatly have more arch.
 
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Ron,

I have a friend that lives in denver, co -- he does not like "limited slip" differentials because he claims they tend to "hunt" / "drive you off the road" when you are on ice. He grew up / his parents lived in kansas, also.

I have had my t/a start to come around on ice / real hard packed snow twice many years ago -- once dropping down into silverton, co -- in a hairpin with chains on. Still do not know if it was me or the "limited slip". Got out of it both times with judicious use of the throttle -- and no one being on the other side of the road...
 
The only time mine did that was when I did not have lsd additive in. That was before I knew about the lsd, once I put in the additive never had a problem since.
Ron
 
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