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Old 08-29-2011, 01:30 PM   #1 (permalink)
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why dodge switch to AAM from dana?

title says it all, why did they switch in 03 to AAM for their axles?
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Old 08-29-2011, 01:48 PM   #2 (permalink)
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From what I understand, Dana and Dodge got in a pissing match over cost, and Chrysler told them to go pound sand.
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Old 08-31-2011, 08:20 PM   #3 (permalink)
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IMHO the AAM axles > Dana anyway...
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Old 09-01-2011, 07:28 AM   #4 (permalink)
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There was a rumor.....notice rumor that an ex Chrysler big shot retired from Chrysler and owns AAM so rumor has it that he is/was behind the swap.....Again only RUMOR!!! Rumors are 50% fact and 50% fiction but which part is true????
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Old 09-01-2011, 07:00 PM   #5 (permalink)
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I don't have complete insider knowledge of the situation but a lot more than most people. Never heard the rumor about a ex-Chrysler exec owning AAM, besides for it being quite unlikely. Dana/Spicer did have some quality control issues that contributed to part of the change and it wasn't necessary a direct issue with the fullsize trucks, but rather some of the other Chrysler products using Dana axles.
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Old 09-01-2011, 07:38 PM   #6 (permalink)
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Well Chevy runs AAM's now too, I doubt it's some cover-up. Dana's just getting old. People wanna' see a fresh face.
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Old 09-01-2011, 09:05 PM   #7 (permalink)
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yea the aam 10.5 and 11.5 seem to be great axles, my main reason for askin is why go from a 9.75 dana 60 to a 9.25 aam? i read on wikipedia that they dropped to the aam bc it was lighter? does this make sense?
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Old 09-01-2011, 09:10 PM   #8 (permalink)
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yea the aam 10.5 and 11.5 seem to be great axles, my main reason for askin is why go from a 9.75 dana 60 to a 9.25 aam? i read on wikipedia that they dropped to the aam bc it was lighter? does this make sense?
I doubt it's much lighter, they are high-pinion tho, maybe the 3rd gen's needed that and there was a conflict with Ford over the HP60?
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Old 09-02-2011, 02:48 PM   #9 (permalink)
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That is not true the AAM 9.25 Power Wagon axle I swapped in place of the D-60 in my 99 Ram was 40 Lbs HEAVIER than the Dana.

I'd bet it was a cost thing, AAM probably under bid Dana, hel even a 10.00 savings over a million axles is 10 million dollars....
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Old 09-03-2011, 05:57 PM   #10 (permalink)
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That is not true the AAM 9.25 Power Wagon axle I swapped in place of the D-60 in my 99 Ram was 40 Lbs HEAVIER than the Dana.

I'd bet it was a cost thing, AAM probably under bid Dana, hel even a 10.00 savings over a million axles is 10 million dollars....
was it just a simple unbolt everything then slide the aam under and bolt it all back up?
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Old 09-06-2011, 05:42 PM   #11 (permalink)
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^^It's in his build thread.
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Old 09-08-2011, 07:55 PM   #12 (permalink)
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Well Chevy runs AAM's now too, I doubt it's some cover-up. Dana's just getting old. People wanna' see a fresh face.
"Now too" is not really accurate, considering that AAM = the old GM Corporate Axle Division. GM just spun them off into an independent company and AAM was the name they chose. The AAM 10.5" rear axle in my 2500HD is just a 14FF with a few minor revisions. Differentials and gears are identical to the mid-80's version in my K5, including the removeable pinion support.
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Old 09-17-2011, 09:46 PM   #13 (permalink)
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yea the aam is a gm revision of the corperate 14 bolts.well, a mix of gm corperate and saginaw as far as i read. did you guys notice the aam 9.25 front axles have 14 bolts holding the diff covers on?and they look really simular to the semi float 14 bolt rear diffs.
Gm was the first to use the 11.5 aam 14 bolt rear in 01. dodge followed in 03 after for a few reasons. the aam 9.25 has a slightly higher weight rating than the 60 around 800 lbs, and the 11.5 to the dana 80, about 2000lbs. the 9.25 had high pinion and higher steering.the cost was less and aam had better quality control. i read a forum a while back that said dodge was having issues with the dana units before they got mounted to the trucks. they started looking into new suppliers and aam made um a deal. who really know why they swapped. busniess is busniess
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Old 09-19-2011, 11:37 PM   #14 (permalink)
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GM IFS front axles are almost identical between the 90's body style trucks and 2000's HD trucks, all you have to do is swap the passenger side axle tube, which is only a couple bolts and they will swap between trucks. We did this to keep from having to spend money to regear my friend's lifted 2003 2500 HD Chevy. He changed the rear's out with a new 4.10 R&P and we grabbed a diff from an old farm truck he had and swapped his axle out and put it in his 2003...
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Old 09-20-2011, 10:04 AM   #15 (permalink)
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Originally Posted by 6.2Blazer View Post
"Now too" is not really accurate, considering that AAM = the old GM Corporate Axle Division. GM just spun them off into an independent company and AAM was the name they chose. The AAM 10.5" rear axle in my 2500HD is just a 14FF with a few minor revisions. Differentials and gears are identical to the mid-80's version in my K5, including the removeable pinion support.
To be completely accurate, a private individual who managed one of the factories and was at one point the youngest GM factory manager ever, bought the old factories with private capital and created AAM whilst something like 90% of the first products were contracted to GM.

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yea the aam is a gm revision of the corperate 14 bolts.well, a mix of gm corperate and saginaw as far as i read. did you guys notice the aam 9.25 front axles have 14 bolts holding the diff covers on?and they look really simular to the semi float 14 bolt rear diffs.
Gm was the first to use the 11.5 aam 14 bolt rear in 01. dodge followed in 03 after for a few reasons. the aam 9.25 has a slightly higher weight rating than the 60 around 800 lbs, and the 11.5 to the dana 80, about 2000lbs. the 9.25 had high pinion and higher steering.the cost was less and aam had better quality control. i read a forum a while back that said dodge was having issues with the dana units before they got mounted to the trucks. they started looking into new suppliers and aam made um a deal. who really know why they swapped. busniess is busniess
14SF rear carriers are the same as 9.25" front IFS carriers and 9.25" solid axle carriers. It's the same center section, just flipped up front.
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Old 09-21-2011, 04:48 AM   #16 (permalink)
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ive done some reading around and were 2002 ram 2500 and 3500s non cad?
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Old 09-21-2011, 05:05 AM   #17 (permalink)
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Maybe it had something to do with the absolute shitty D60's that have terrible disconnects, no carrier preload from the factory, or wheel bearings that last an oil change.

That is sarcasm
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Old 09-21-2011, 05:29 AM   #18 (permalink)
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From what I understand, Dana and Dodge got in a pissing match over cost, and Chrysler told them to go pound sand.
Working for an auto supplier and having worked directly with Chrysler, this is the most likely. 99% of decisions are cost based (with every OEM).
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Old 09-21-2011, 06:55 AM   #19 (permalink)
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There's another question that I would like to know the answer to. Why does AAM make 2 10.5" axles? I know that the 14b is a great axle, but why build another that would be in the same category? I'm talking about the full float 14bolt (73-present 3/4 Chevy axle) and the 10.5" AAM10.5 that is in the back of the Dodge 3/4ton truck that are not diesel. It seem that AAM should of either dropped the 14 and replaced it with the AAM 10.5 or just put the 14 in the Dodges. I am not talking/asking about the 11.5" axles.

Also is there any differences between the 11.5's in the Chevy and Dodge other than brakes and spring pack mounting location/shape?
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Old 09-21-2011, 10:30 AM   #20 (permalink)
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There's another question that I would like to know the answer to. Why does AAM make 2 10.5" axles? I know that the 14b is a great axle, but why build another that would be in the same category? I'm talking about the full float 14bolt (73-present 3/4 Chevy axle) and the 10.5" AAM10.5 that is in the back of the Dodge 3/4ton truck that are not diesel. It seem that AAM should of either dropped the 14 and replaced it with the AAM 10.5 or just put the 14 in the Dodges. I am not talking/asking about the 11.5" axles.

Also is there any differences between the 11.5's in the Chevy and Dodge other than brakes and spring pack mounting location/shape?
i think its dodge who uses a trutrac type carrier and chevy uses a reg. old posi unit with clutches, i think im not sure though,
the center sections are the same, the gm has smaller tubes but dosnt effect weight rating,
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Old 09-22-2011, 09:05 AM   #21 (permalink)
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i think its dodge who uses a trutrac type carrier and chevy uses a reg. old posi unit with clutches, i think im not sure though,
the center sections are the same, the gm has smaller tubes but dosnt effect weight rating,
Everybody that read what you wrote is now a little dumber. Please don't add anything else to this thread.
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Old 09-22-2011, 10:01 AM   #22 (permalink)
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I believe the AAM 10.50 rear axle was just used in the early 2003 3/4 ton trucks....more specifically, the 2500 SO Cummins motor (235hp CA & 250hp) with an auto trans came with the smaller 10.5" AAM rear axle.

These are two similar and beefy full-floaters. Both are distant relations to the famous GM "14-bolt" full floater, renowned for strength. Axle shafts are listed as 1.5-inch 30 spline pieces, but the 11.50 inch unit has a little more beef built into it at the flange end. The 10.50 axle is rated for about a 10,000 pound load, while the 11.50 is rated for over 13,000 pounds. These axles have an optional limited slip called the TracRite. It's a gear drive, torque sensing unit similar to the aftermaket TruTrac or the Torsen limited slips that appear in Hummers. Being a gear type limited lsip, it should last the life of the truck with little or no performance degradation, unlike some plate clutch type limited slips.
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Old 09-22-2011, 10:02 AM   #23 (permalink)
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For the AAM 11.50, GM puts t he capacity at 9,200 lbs and Dodge rates it at 9,350...

However, according the AAM......the design rating of the 11.50 axle is for 4950KG GAWR, so that converts to 10120 lbs

The AAM site used to have specs up under the "Technology section" and it said the rear axle is rated for 8,334 lb-ft. (11,300 Nm) input torque. Working backward, 8334 / 2.45 first gear / 2.5 torque multiplication from the torque converter = 1,360 lb-ft at the crank.
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Old 09-22-2011, 10:06 AM   #24 (permalink)
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AAM 925 (FRONT):
Ring gear diameter-9 1/4 inches
Axle shaft diameter-1.4 inches vs 1.3 for Dana 60
Axleshaft spline count-33 vs Dana 60 30
Higher gross axle weight- 5,500 vs 4,800 or 5,200

AAM 1150 (REAR):
Ring gear diameter- 11.5 inches
Axleshaft diameter- 1.5 inches
Axleshaft spline count 30
Optional AAM TracRite GT helical-gear limited slip(Dodge).
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Old 09-22-2011, 02:59 PM   #25 (permalink)
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Low bidder, duh.
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