i am building a nissan pickup with full with axels and i cant decide if i should use a 60 or a 9 inch what do you think?

i think i'll get a lawnchair and a 12 pack for the debat this is going to bring :D

i am just wondering what everyone thinks is best for my aplication. i dont want to get stupid and go over board.i just want to build it, to get it on without breaking parts every sixty rocks. then having to spend a fortune in replacement parts.

wow does no one have an oppinion?

Yeah, get a real rig fawker...:flipoff2:
I'd go Ford 9".
Just personal pref.

If I was you I'ld go 9". Altho...........
If you go D60 your wieght bias would be closer to 50/50 cause the D60 prob. wieghs the same as your motor,tranny, T-case, & front end:D :D

thanks Rogue Bronco i will keep that in mind

It all depends on the tire size, motor, tranny and gearing man.

has a injected z24 witha 4 speed and stock cases stacked thinkin about runing 35-38" pj's

rouge bronco had a point i hadn't thought about but for me I think i'd still run a 9" that is what I have real cheep lockers you can find $250 Detroit on Ebay out of winston cup cars all the time.... then If you do go 9" MAKE sure to get 31 spline. The advantage of the 9" is (from what I see) 9" are more prevalent than 60's. so you can pick up shafts and any bone yard drawback... is the Low pinion but you can always go RR really easy and the 9" has the ability of being beefed up to the 35 spline D60 strenght..... another problem with 60's is that a lot of 60's are 30 spline.....but to each is there own and that decision is really up to you......

9 inch with a hi-pinion you don't see any d-60 in winston cup cars so what does that tell you--wieght,strength

Originally posted by v6toy4x
9 inch with a hi-pinion you don't see any d-60 in winston cup cars so what does that tell you--wieght,strength

9" LOW pinion is a bad mutha'......35 spline and forget about it.....

Originally posted by v6toy4x
9 inch with a hi-pinion you don't see any d-60 in winston cup cars so what does that tell you--wieght,strength
:rolleyes:

It also doesn't sound like this guy is gonna be racing a nissan either! For what it's worth, Go 35 spline 60 and never look back....be real stout and make a FF 35 spline 60.

What? where are you getting this "i need a 60" thing?

all the real competitors run dana 27's. those are the best axles ever.

Stupid DAN.

NQS

Originally posted by DSI
i think i'll get a lawnchair and a 12 pack for the debat this is going to bring :D

fawk that youll need a keg

I told you my opinion earlier. I think something will go wrong with your double-divorced cases setup before either one of these axles will break.

i posted this before i talked to you, and i am going to have to see for my self if they will work if they dont then i will say you were right and go get a sami case with a 4:1

From Sunrayengineering.com

"Why you need a Ford 9"

Comparison of various ring gears and pinions (Note: Dana 60 pictured here is a reverse gear)
The Dana 30 is 4.56, Dana 44 is 4.88, Dana 60 and Ford 9" are both 5.13

Although the basic bigger is better and size matters points are still strong arguments in the wheeling community, there is more to the Ford 9" than its size. The pinion is larger than the standard Dana 60, and that fact alone means more strength and less chance of damage. The Ford 9" ring gear is also thicker (although smaller in diameter) than the Dana 60 ring gear, which again, means more strength and less worry. Go to any NHRA, SCORE, NASCAR, or Local dirt track event and look under the rear of all of the vehicles. There is a reason drag racers and hotrod enthusiasts alike have trusted the Ford 9" for years, and here are a few of them.
Note: despite its size, the Ford 9" system is lighter than the Dana system.

Left to right: Dana 30, Dana 44, Dana 60, Ford 9" pinions On comparison of the pinions one of the first things you will notice is the additional pinion support extending from (in this picture) the lower end of the pinion. This feature helps reduce the level of stress on the pinion.
Note: the Ford 9" pinion enters the ring gear at a lower point, which also provides better strength and stability than the standard Dana 60.

The angle of the teeth on the Ford 9" pinion is at a greater degree than that of the Dana series. This creates a larger contact area on the ring gear and greater tooth engagement; the area that stress is divided over is larger which means less stress on any particular area.
Left to right: Dana 30, Dana 44, Dana 60, Ford 9" pinions

Top comparison of main caps The main caps in the differential are another strong point of the Ford 9" system. They are the main link between the differential and the case on a Ford 9", or the housing and the case on a Dana. Notice the difference in size and structure between the cast iron of the Dana and the forged steel of the Ford 9" main cap.
The modular design of the Ford 9" is an often overlooked advantage. The main caps on a Dana design are an integrated part of the entire axle housing. This means that if a Dana main cap fails, the whole housing becomes worthless. The Ford drop out 3rd member (pictured below) contains the ring and pinion and the differential held in by the main caps. If the main cap fails you can replace the 3rd member and you are back on the trail.
Side comparison of main caps

Technical note on the rear Dana 60 reverse ring and pinion system
The problem with the 'Dana 60 reverse ring and pinion in the rear' setup is that it is literally being run backwards. These gear sets are loading on the coast side of the gear teeth when run backwards. Assuming that the axle assembly is delivering 5500 foot pounds of torque to the axles (the Dana 60's official maximum rating), the separation force exerted on the driver side carrier bearing is approximately 7300 pounds. That is ~175% of the load that would be found if the axle was used as Dana/Spicer designed it. This extreme load can cause many problems. "

Originally posted by redruM
From Sunrayengineering.com

"Why you need a Ford 9"

Technical note on the rear Dana 60 reverse ring and pinion system
The problem with the 'Dana 60 reverse ring and pinion in the rear' setup is that it is literally being run backwards. These gear sets are loading on the coast side of the gear teeth when run backwards. Assuming that the axle assembly is delivering 5500 foot pounds of torque to the axles (the Dana 60's official maximum rating), the separation force exerted on the driver side carrier bearing is approximately 7300 pounds. That is ~175% of the load that would be found if the axle was used as Dana/Spicer designed it. This extreme load can cause many problems. "

Some of these points are valid. However, I find it interesting that they never mention standard rotation 60s in the argument. While they are talking about RR axles, shouldn't the RR60 be compared to a RR 9" (I mean RR8.8)? Not even close. I think that the reason they push 9" rears like they do is cost and availability. They are easier to build and cheaper.

what size tires..... and how low is your final drive? anything bigger than 35's with good gearing and the hp nine will not make it......... i know from experience.... and for whom posted nascar info........ they run low pinion, completely different ball game...and stong as hell..... if you want high pinion and strong 60 is your only option....

Originally posted by rednekit
i posted this before i talked to you, and i am going to have to see for my self if they will work if they dont then i will say you were right and go get a sami case with a 4:1

Matt, next time I see you at the shop, I'll show how to get them to hold up pretty well. Or you can get my number from Nick. If you hook them up in a way similar to Mike's SRC buddy, they should hold up as long as the case housing does. The main problem you'll face with your setup is there is no torsional give with your current intermediate shaft. In a normal driveline setup the tubing will actually twist a little. With the way that you welded the two yokes together there will be no give. The forged yokes will not budge and neither will the weld, which will fail and break right along your cut line on the yokes.
If the intermediate shaft were to hold up, the next problem you'd face with the way the cases are set up now is a strong enough mounting setup. Almost all dual case setups are mated together and then mated to the tranny/enigine. What this does is that is spreads the torque loads over all of the mounting points. You would have a really hard time mounting two divorced cases, as you have them now and have them hold up to the torque loads. I think if you spread them apart, you could build stronger crossmembers to support them.

He was never planning on running a HP anything. That started with quoting from some source (the comparison info) I was going to post amny of the same facts. I looked at D60's, ford 9's and 14 bolts, when choosing my new rear axle after having two toy V6 rears fail on me last winter. I had 2 14 bolts available to me for free, 60's are easy to come by, but when I weighed everything I was looking for the for 9 was the best choice. They are lite weight and just as strong, maybe stronger STOCK than a STOCK D60 (for some reason people always to bring upgrades to the table).
Now onto the low pinion myth, this I feel is largely due to perception. The pinion carrier assembly is large and does hang down and is very noticeable on a Ford 9 third member. In actuality, my ford 9" pinon is only a half inch lower than my D44 front pinion, which has been rotated 12 degrees. If the front was left stock, than the 9" might even be a bit higher.

Why don't you use the fawkin search button? :mad:

here is otterdoggies 2 bits,,

when was the last time u compared the spider gears of a 60 and nine or the internals of what ever type of locking diff,( this was brought by friend last weekend) if your going spool this is mute

second there is one other reason i will assume why the race cars use the 9 inch is because of the removeable center section..they can change ratios in like 15 min,, forget all the other crap. that is the #1 reason they use 9 inchers.. im sure if the they really wanted to use 60's they, would just use some fancy high tech casting...also just maybe that little 3rd bearing keeps the pinion from deflect less than in a 60...

3rd more unsprung weight rules on the trail...keeps u right side up...

in conclusion run what u can get for the best deal and is easier to bolt under your rig.....cause they all FAWKIN BREAK JUST THE SAME

9" housing is much easier to weld to if you plan on ruinning a 4 link or somthing that you need to weld to the diff it will make life alot easier for you

I am not against a 60 however for certain applications 9" is better its lighter and I think it has more ground clearance but don;t quote me on that

Originally posted by badassjeepguy
anything bigger than 35's with good gearing and the hp nine will not make it......... i know from experience....

BAJG: did you ever damage anything on your rear HP nine (8.8). If so what? What was the total damage list for your old axles? Sorry to stray off topic but I was just currious.

Thanks, Phil:usa: