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The 14 Bolt Bible
By BillaVista


I Intend to use this article to gather all the info and pics I can find on the venerable GM "corporate" 14 Bolt (14b) full-floating rear axle, also referred to as the 10.5" (after the size of the ring gear in inches.) There are "other" 14b axles out there - a 9.5" ring gear semi-float for one, and even a 11.5" ring gear full-float version. This article is NOT about them.

It is almost certainly destined to be a perpetual "work in progress" as I gather more and more info.


US Military CUCV manual 14 bolt excerpts

I compiled them all into a single 14 bolt manual in pdf format.


Identification, data, and specs

The 14bolt is found in a huge number of GM 4x4 pickup trucks and vans, 3/4 and 1 ton, from the 70s right through until at least 2000. You can find it in:

• 73-96 C20, C2573-00 C30, C3573-00 G30, G3573-00 K20, K2573-00 K30, K3584-88 CUCV
• 88-91.5 V30

As well as a whole lot more cab and chasis trucks, delivery vans, etc.

This is what it looks like in my rock buggy.

It is most easily distinguished by its huge, uniquely shaped diff cover that is, of course, held on with 14 bolts.

It is also fairly easily distinguished from other 1 ton full-float rear axles by the removable pinion support, that can be clearly seen just behind the pinion yoke in the above picture.

Being a full float (FF) axle, it of course has full floating wheel hubs and axle shafts. I simply love full-float axles, and would never go back to running anything but a FF axle, for some very good reasons:

• The axle shaft does not support the weight of the vehicle, but merely transmits torqueBecause of the above - FF axle shafts are not subject to bending loads like semi float (SF) axles are and can therefore be made of harder materials making them capable of carrying greater torque loadsIf you should ever break a rear FF axle shaft, you will not loose the wheel too.If you need to change a FF rear axle, it is extremely easy and simple to do.The hubs run big, strong, common, reasonably cheap wheel bearings, races, and seals (14b Dana 60 and 70 bearings, front and rear, are all the same)
• The wheel bearings are not pressed onto anything, if need be they can be removed and replaced with nothing more than a screwdriver and big hammer.

Before we delve deeper into the 14bolt, let's just talk about why this is such an awesome axle. It has a number of distinct features / advantages:

• Gear strength - 10.5" ring gear, 1.750" 30 spline pinion, huge 2 piece carrier made of 8620
• Heat treated alloy steel, extra pinion bearing support
• Shaft strength - 1.5' 30 spline full floating shafts
• Housing strength - massive cast iron center section, 3.25: x 0.5" tubes
• Comes in two widths - 63" and 67" wms-wms, easily converted from one to the other (shafts are common)
• Removable pinion support, unbolts from the rest of housing, makes for easier gear setup
• Diff housing has built-in threaded carrier pre-load adjusters, makes for easier gear setup
• Because the carrier is so large and strong, a "full" detroit locker fits in the stock housing, and is therefore easy to install without gear setup changes, and is much cheaper than other 1 ton FF lockers
• Pinion yokes commonly available for 1350 series u-jointsFairly commonly came stock with 4.10 and 4.56 gears and Detroit Lockers
• Cheap and easy to find, buy, and build
• Easy to convert to disc brakes
• Easy to "shave" for 2" inch gain in clearance
• Pinion length shorter than other 1 ton ff rear axles (D60, D70), for improved driveshaft length and angles
• Large ID spindles
• Common spindle nut threads with Dana60 front axle, meaning only one style of spindle nut and socket need be used / carried

Of course, there are drawbacks too:

• Lack of traction aiding differentials - especially spoolsLack of available gearing - only down to 5.13
• Lack of aftermarket alloy axle shafts
• Carrier break. Most 1 ton ff also have a carrier break though, so it's relative
• Uses a crush sleeve to set pinion preload heavyLow clearance in stock form
• Heavy in stock trim

Overall, I think they are a superb choice for a heavy duty off-road machine. I'll let H8Monday, from the PBB, sum it up, as he does so well. H8 is a rock crawling competitor, devout throttle crazy maniac, who runs a 14b behind a very healthy 5.0. He says:

"One of the best things about the 14 bolt, other than they are dirt cheap and nearly indestructible, is the cost of building them. It is very common to find them with 4.56 gears, and often axle shops and junk yards will have used factory sets. They are very easy to set up, because they have an adjustable backlash. Spare axle shafts are nearly free, and the shafts are the same for the C&C or standard version. Not that spares are usually necessary with a 1.69" axle shaft diameter, (splines are 30). But, the best thing is, because the stock carrier is a monstrous hunk of an assembly, you do not change the carrier with a Detroit,(its basically a massive lunch box locker). So detroit only cost about $325(and that's if you don't shop around). My disk brake conversion didn't cost over $150 ($40 each for rotors, $40 for loaded calipers, plus about $20 for brake lines. I had about $1000 into my entire 14 build up, including cost of the axle, gears, locker, disc brakes, and new lug nuts. Not bad for a full floater, rear axle with discs, 4.56 gears and a detroit."

Let's have a closer look at the beast.

Closer look at the hub (brake disc or drum removed, looking at it from the back [inside]) and wheel bearing / spindle hardware.Note that the spindle threads are the same as for Dana 60 front and rear axles and Dana 70 rear axles. This means all the different styles of spindle nuts (4 slot, 6 slot, hex, rounded hex) and lock washers can all be interchanged. Part numbers for the spindle hardware, courtesy of KWTMECH, from left to right are:

Spindle flat washer: Dorman 618-048,
Spindle nut: Dorman 615-130,
Spindle lock washer: Dorman 618-049,
Spindle nut: Dorman 615-130

Watch out for this when you go to remove the wheel hub outer bearing and race. The bearing does not simply fall out of the end of the hub on most FF axles - its OD keeps it captive. Instead, a snap ring in the hub, accessible from the back of the hub (yellow arrows) needs to be removed so the wheel bearing can come out the back.

Blue arrows show corrosion, indicating requirement for replacement bearings and races.

The snap ring

Spindle OD is approximately 1.985"

Spindle ID is approximately 1.540"

Take the cover off, and you discover the massive 2 piece carrier and 10.5" ring gear.

The bearing caps have small integrated locking devices that serve to lock the carrier preload adjusters into place

Bearing caps and adjuster locking bolts removed

These pics are of the carrier removed. Mine is fully welded up making it a huge spool. I have read about some folks just welding the spider / side gears by filing in the valley's between the teeth and then reinstalling them. I personally have never understood this. It's not as if you need to save the carrier, since they are cheap and extremely plentiful. Also, I would think that in this manner, those welds would see quite a bit of shock loading. It's also a real bugger to reassemble the carrier and gears after you have just welded up the teeth and are trying to save the carrier.

With the carrier removed, here's a look inside the diff:

1. Threaded carrier preload adjusters
2. 3/8-NC16 diff cover bolt hole (14 in total)
3. Extra (third) pinion support bearing
4. Magnet for attracting and holding metal particles / debris in the gear oil
5. Are where my 14b has been ground down for clearance
6. 3.25" x 1/2" thick axle tubes

Close up of pinion support bearing

Threaded carrier preload adjuster and 1/2" thick axle tube

Housing.

The shafts are different length L and R. The Left is the short side at 31-5/8". The Right is the long side at 37-5/8"

They are a large 30 spline axle. However, the pressure angle on the splines is not the same as other manufacturers (Dana, for example)

Dimensions on the shafts are:
Spline Diameter (yellow arrow) 1.59"
"Neckdown" (green arrow) 1.367"
Operating diameter (purple arrow) 1.351"
Spline length (blue arrow) 2.165"
Spline engagement (red arrow) short side 1.418"
Spline engagement (red arrow) long side 1.569"

Axle diameter by the flange - 1.458"

The following pics, courtesy of Benny Langford (Bigger Valves) and Clay Moulton (yotacowboy) illustrate an alternate method of retaining the wheel bearings in the 14 bolt. For the record, the truck is an '87 1 ton Chevy V30 (crewcab 4x4 350 tbi).

It's very simple setup that consists of one hub nut, one key, and one clip ring. The nut accepts the regular 6 prong 14 bolt socket and has 6 square grooves around its inner diameter. These grooves are what you line up with the spindle groove to make the key way.

I just tighten down to the correct preload and then tighten until the next groove in the nut lines up with the spindle groove.

Then you simply slide the key in the key way and put on the clip ring. The clip ring has a curved end that fits in the spindle groove to securely block the key from backing out. The clip is very thin and flimsy which makes it easy to remove with just a screwdriver and allows it to fit snugly around the spindle in the threads. Part numbers for this style spindle hardware, courtesy of KWTMECH, are:

Hub nut: Dorman 615-132,
Key: Dorman 615-140,
Clip Ring: Dorman 615-141.


Dana catalogue page on GM 14 bolt (10.5")

West Coast Differentials Catalogue page on the GM 14bolt (10.5")

GM 14 Bolt Specs
(all data for SRW truck 14 Bolt axle - others may vary - see table on "different 14 bolts" below)

Pinion Bearing Preload(Inch lbs)	25 - 35 (new bearings) 5-15 (reused bearings)
Preferred Backlash(.001 inch)	5 - 8
Ring Gear Bolt Torque (Foot lbs)	120
Bearing Cap Torque (Foot lbs)	135
Pinion Nut Torque	Tighten as necessary to obtain correct preload
Pinion Bearing Retainer Torque (Foot lbs)	:65
Diff Cover Bolt Torque (Foot lbs)	35
Axle shaft flange Bolt Torque (Foot lbs)	115
Spindle Nut Torque (Foot lbs)	50
Carrier Adjuster Ring Lock Bolt Torque (Foot lbs)	20
Pinion Assembly Bolt Torque (Foot lbs)	65
Axle Shaft Spline Length (inches)	2.165" total
Axle Shaft Engaged Spline Length (inches)	short side 1.418"
Axle Shaft Engaged Spline Length (inches)	long side 1.569"
Axle Tube Dimensions (inches)	3-3/8" x 0.5" thick
Spring Perch Span and Width (inches)	(1980 1 Ton 4x4, SRW, non Cab and Chasis) 42.5" x 2.5"
Axle Shaft Length (inches)	Right 37-5/8" | Left 31-5/8"
Axle Shaft Diameter (inches)	@ splines 1.54", @ neckdown 1.367", operating diameter 1.351" @ flange 1.458" 30 splines
Axle Flange Bolt Pattern	8 on 3.523", 1/2" holes, bolts are 1/2-NC13x1.5"
Pinion Yoke U-joint Strap Bolts	7/16 " head, 1.296" x 5/16-NF24
Diff Cover Bolts	Fourteen (14) 3/8-NC16 x 3/4"
Ring Gear Bolts	Twelve (12) 9/16-NF18
Pinion Nut Size	1.5"
Axle shaft to Hub bolts	3/4" head, 1/2-NC13, approx. 1.5" long
Ring Gear Diameter	10.5"
Pinion diameter	1.750" x 30 splines
Carrier Break	4.10 / 4.56
Approximate Weight (lbs)	550 with brake drums | 450 without brake drums
Width - WMS-WMS (inches)	SRW/DRW 67" | C&C DRW 63"

The different types of 14 bolt

There are many different 14 bolt axles available, with an almost dizzying array of possible widths, tube OD's, hub types, brakes etc. Fortunately, all are pretty similar, a huge number of parts interchange, and through the power of the internet and Pirate4x4.com we are beginning to catalogue all the available data here.

CAUTION - With this axle, as indeed with all things "axle" like - there are no hard and fast laws - for every "fact" I shall present, I know there's at least one person out there, maybe many more, who claim they own or know of exceptions. This is very likely true and due to the way in which oem vehicle construction occurs, can not be avoided or completely resolved. What follows is what i believe to be true, or the most correct, information based on the research I have done and the letters I have received from what I judge to be the most reputable sources. Use the data with caution - "your mielage may vary" as they say.14 Bolts can be broken down into 4 broad groups. There is also at least one year break that bring minor changes, but this is in fact far less significant than the "type" of 14 bolt axle in question.

Once again - this article is concerned only with GM 14 Bolt full-float rear drive axles. With that said, the following table attempts to capture the data.

Type [td]Width WMS-WMS	Tube OD / Thickness	Applications	Hubs *	Shafts * *
SRW (single rear wheel truck)	67.5"	3-3/8" / 0.5"	Type A	Type 1
DRW (dual rear wheel truck)	72"	3.5" / 0.5"	Type B	Type 2
C&C (cab and chasis truck)	63.5"	3.5" / 0.5"	Type B	Type 1
Van	70"	G30 and G35	Type A	Type 3

Notes:

• The SRW and C&C axles use the same housings and shafts, with the difference in width being in the hubs. The housings are actuallly identical except for the location of the backing plate flange. Drums & hubs are different, but backing plates, shoes, and wheel cylinders are the same)
  * The SRW and Van axles use the same hubs, the C&C and DRW axles use the same hubs; Though different, the SRW/Van hubs and the C&C/DRW hubs can be interchanged causing a change to the axles WMS (see pics below) SRW and C&C axle shafts are the same
  ** Van, DRW, and SRW/C&C axle shafts are all different lengths as follows (long/right side / short/left side):
  • Type 1 - SRW/C&C - 37-5/8" / 31-5/8"Type 2 - DRW - ??
  • Type 3 - Van - 39-3/8" / 33-3/8"
  
  C&C and dually brakes are the same. In all cases one side axleshaft is shorter than the other; pinions are centered. 1350 appears to be the only available stock pinion yoke.1-tons feature 40.5" perch spacing - whether C&C or pickup, whether SRW or DRW. 3/4-ton is 42.5" spacing.
  (COUNTER) - The perchs on my C&C measure 36"
  Wheel studs went metric for the 88-up C/K trucks, and 96-up vans
• Front 60 and rear 14b spindles have the same bearing spacing and same bearing journal sizes. Seal journal is different

The following pics, courtesy of Brawler from the PBB, illustrate the differences between the 2 types of hubs.

Type A SRW / Van 14 bolt hub

Type B C&C / DRW 14 bolt hub

Type B hub on right, Type A hub on left

Type B hub on right, Type A hub on left


Different years

The year split is '72-88 and 89+. I shall refer to these as "first design" and "second design". Of course, there may be variations. Differences between these years are noted below. Where the difference is known only to apply to certain "types", I shall indicate this. Otherwsie, it is not known whether the differences noted between the years apply to all types or not.

• Second design axles have more fins on the center sectionFirst design axles 1984 and earlier use a different pinion straddle bearing than 1985 and later
• Second design SRW axles in 1-ton pickup trucks and 3/4 ton Suburbans changed to allow for a slide-off drum (drum can be removed without pressing out the wheel studs). The backside of these hubs is not machined flat to accept a rotor, for example. The hub flange is also further inboard to allow for the thickness of the drum.

This picture illustrates the heavily ribbed or finned second design 14 bolt housing.


How to Convert the 14 Bolt to Disc Brakes

Check the full article HERE How to Cure the 14-bolt of it's Achilles Heel weak link!

The Mighty, mighty 14-bolt does have 1 terrible weak link - an Achilles Heel. It's the crappy, lousy design, weak, expensive and hard to find straps for holding the U-joint in the pinion yoke.

The proper straps are a pain to find. No parts store I have ever tried, from NAPA to Car Quest ever has them.

That leaves only the GM dealership, where the strap (GM p/n: 3920486) will set you back $3 EACH! and the bolts (GM p/n: 458300 or 14018700) another $2 EACH.

As for all the local and big chain parts stores - they will all gladly sell you a "strap kit" for a "1-ton GM rear axle" or "GM 10.5" rear end" or a "14 bolt full floater" or a "1980 Chevy K30 1 ton 4x4 " or whatever else you have to say to them to get one - but, in my experience (NAPA, Car Quest, Canadian Tire, and a couple of local independents) they are all WRONG, and won't fit at all.

The top strap is the one the parts stores will sell you, the bottom the GM part.

In any case - the stock straps are weak and badly designed - very soon they end up looking like this.

Complete junk!!

Fortunately - there is a solution - and a very cool one at that - read all about it - the High Angle Driveline 1410 Pinion Yoke kit


Shaving the 14 Bolt

The only real disadvantage to the 14b is the huge size of the differential, and subsequent scarcity of ground clearance. I must admit, in stock form, they do tend to hang a little low and get hung up on stuff. Most users will "shave" them. This can range from simply smoothing out the bottom with a hand grinder, to cutting a big chunk out of the bottom of the diff housing and machining down the diameter of the ring gear.

The following pics illustrate the nicest case of the later, more extreme, shaving job that I have come across. It is the work of PBB member 1TONTJ, Phil Jensen, from Ottawa, Canada:

The diff before the shave

The piece cut from the diff housing. Phil used an abrasive wheel/blade in a circular saw to start, and finished with a reciprocating saw. Starett blades are reportedly good for this.

After the cut of the housing, this is the carrier back in place, before it was machined down. It was then removed and approx 1/4" machined from the OD of the ring gear. This did not effect the performance or durability of the gear set at all.

The 1/2" thick mild steel plate that was TIG welded to the housing.

The plate welded in place

The gears machined and re-installed

Just over 2" of clearance was gained. That's the same (at the diff) as going from 35" to 39" tires!!

Originally, Phil made a quick cover by altering a stock cover. It didn't last well enough for his liking, so in the end he constructed a complete custom cover from 3/8" plate steel, which has reportedly held up very well. Unfortunately, I have no pictures of the later cover, but here are some of the original.

From the research I have done (I have no personal practical experience) the methods that have been used successfully for trimming the OD of a ring gear for a radical shave job are:

• Abrasive grinderDiamond-tip on latheCeramic inserts on lathe
• Wire EDM

I believe the preferred method is the wire EDM. Here's what engineersedge.com has to say about EDM:

EDM is one of the most accurate manufacturing processes available for creating complex or simple shapes and geometries. EDM works by eroding material in the path of electrical discharges that form an arc between an electrode tool and the work piece. EDM manufacturing is quite affordable and a very desirable manufacturing process when low counts or high accuracy is required. Turn around time can be fast and depends on manufacturer back log.

The EDM system consists of a shaped tool, an electrode, and the part. The part is connected to a power supply. To create a potential difference between the work piece and tool, the work piece is immersed in a dielectric (electrically nonconducting) fluid which is circulated to flush away debris.The cutting pattern is usually CNC controlled. Many EDM machine electrodes can rotate about two-three axis allowing for cutting of internal cavities. This makes EDM a highly capable manufacturing process. EDM comes in two basic types: wire and probe (sinker). Wire EDM is used primarily for shapes cut out of a flat sheet or plate. With a wire EDM machine, if a hole needs to be created, an initial hole must first be drilled in the material. Then the wire can be fed through the hole to complete the machining. Sinker (probe) EDMs are generally used for complex geometries where "line of sight" is not thru/straight or very small pieces where conventional milling is not practical or very difficult due to the hardness of the material - such as cast and heat treated tooling. Probe EDM can cut a hole into the part without having a hole pre-drilled for the electrode.


Design Considerations

• Relax the surface - finish for the part, if feasible. This allows the manufacturer to produce the part with fewer passes, at a higher current level and a higher metal-removal rate.
• Design the part such that the amount of stock removed by EDM is relatively small. Use traditional machining techniques to remove the bulk of the stock with the finishing operations performed by EDM. This significantly reduces the amount of time and cost for each part.
• The EDM manufacturer should consider fixturing such that several parts can be stacked and machined simultaneously or a single part can have several EDM operations performed simultaneously.
• When existing holes are to be enlarged or reshaped by EDM, through holes are preferred to blind holes as they permit easier flow of dielectric fluid past the area being machined

Dimensional Accuracy (+/- 0.0005 inches per inch)

Feature Profile accuracy of .0003 is obtainable with cutting path
Features to feature true position of .002 is reasonable and down to .001 is possible when geometry requires removal and reattachment of wire.

Surface Finish (microinches)
Features created by EDM have an "orange peal" appearance. 32 RMS is achievable, 64 or higher RMS is typical.

Wall Thickness
Min Wall Thickness (inches): 0.01 (over a 5" inch span)

Depth
Significant depths can be obtained with wire EDM, probe EDM does have depth and access limitations dependant on machine capabilities.
Consult with EDM manufacturer for specifics.


14 Bolt Part Numbers from the on-line listing at DTS

Product Name	Description	Manufacture
GM 3920486GM	10.5 YOKE STRAPS
GM2 6004800GM	10.5 PINION SUPPORT 91 & NEWER
EAED19689-1GM	10.50 4.10 NUMERICALLY LOWER POSI CARRIER
EAED19610-1GM	10.5 4.56 NUMERICALLY HIGHER POSI CARRIER
DTS327721-GGM	10.5 3.73 RATIO (O.E.M)
DTS26026100-GGM	10.5 4.56 RATIO (O.E.M)
DTS26016819-GGM	10.5 4.88 RATIO (O.E.M)
AAM GM10.5I-33GM	10.5 SPYDER GEAR KIT (OPEN)
AAM 6258340GM	10.5 OPEN CARRIER 4.56 NUMERICALLY HIGHER
AAM 6258336GM	10.5 OPEN CARRIER 4.10 NUMERICALLY LOWER
AAM 26055283GM	10.5 5.13 RATIO (O.E.M)
AAM26055280GM	10.5 3.42 RATIO (O.E.M)
AAM 26054996GM	10.5 3.73 RATIO (O.E.M)
AAM 26054993GM	10.5 4.10 RATIO (O.E.M)
AAM 26054990GM	10.5 4.56 RATIO (O.E.M)
DTS471871GM	10.50 3.73 RATIO	DTS
PGGM14/375GM	10.50 3.75 RATIO	PRECISION GEAR
DTS471872GM	10.50 4.10 RATIO	DTS
DTS14012704GM	10.50 3.42 RATIO-GENIUNE GM	DTS
SPGM-14-105-373GM	10.50 3.73 RATIO	SPICER
DTS327721-GGM	10.50 3.73 RATIO O.E.M STYLE	DTS
PTX95-0705-3000GM	10.50 30 SPLINE FITS OPEN DIFFERENTIAL	POWER TRAXX
MGGM10.5-373GM	10.50 3.73 RATIO	MOTIVE GEAR
LR1955GM	10.5-2 PIECE CASE	LOC RITE
MGGM10.5-513XGM	10.50 5.13 RATIO THICK GEAR 4.10 &DN CARRIER	MOTIVE GEAR
MG3663696GM	10.50 CROSSHAFT	MOTIVE GEAR
GM26020811GM	10.50 YOKE	GM
PGGM14/513TGM	10.50 5.13 RATIO THICK	PRECISION GEAR
IK83-1023GM	10.50 BEARING KIT	DTS
IKGM14SKGM	10.50 PINION SHIM KIT PINION SHIMS	DTS
DTS1551438-GGM	10.50 5.13 RATIO O.E.M STYLE	DTS
DTS6258336-GGM	10.50 EMPTY OPEN CARRIER 4.10 & DOWN	DTS
DTS6258340-GGM	10.50 CASE 4.56 & UP EMPTY MUST USE (GM 331421) RING BOLT	DTS
GM26067040GM	10.50 COVER	GM
PGGM14/456GM	10.50 4.56 RATIO	PRECISION GEAR
IK83-2023GM	10.50 INST KIT NO BEARINGS	DTS
IK83-1023AGM	10.50 BEARING KIT 91 & UP DIFF PINION BEARINGS	DTS
GM15994582GM	10.50 PINION NUT	GM
DTS6258336GM	10.50 CARRIER EMPTY OPEN	DTS
DTS471873GM	10.50 4.56 RATIO	DTS
MGGM10.5-410GM	10.50 4.10 RATIO	MOTIVE GEAR
PGGM14/410GM	10.50 4.10 RATIO	PRECISION GEAR
SPGM-14-105-410GM	10.50 4.10 RATIO	SPICER
DTS26029468-GGM	10.50 4.10 RATIO O.E.M STYLE	DTS
DTS26026100-GGM	10.50 4.56 RATIO O.E.M STYLE	DTS
MGGM10.5-488XGM	10.50 4.88 THICK	MOTIVE GEAR
MGGM10.5-456GM	10.50 4.56 RATIO	MOTIVE GEAR
SPGM-14-105-456GM	10.50 4.56 RATIO	SPICER
PGGM14/456TGM	10.50 4.56 RATIO THICK	PRECISION GEAR
MGGM10.5-456XGM	10.50 4.56 RATIO-THICK	MOTIVE GEAR
DTS26016819-GGM	10.50 4.88 RATIO O.E.M STYLE	DTS
PGGM14/488TGM	10.50 4.88 RATIO THICK	PRECISION GEAR
GM331421GM	10.50 RING GEAR BOLTS 4.56	GM
MGGM14BIGM	10.50 SPYDER KIT	MOTIVE GEAR
GM331422GM	10.50 RING GEAR BOLTS '4.10 & DOWN	GM

14 Bolt Wheel bearings and Seals (taken from www.timkeninfo.com)

Hub Seal
Interchange Number	Mfr
14116	FELTPR
15527652	GM
2081	ABI
2081	TIMKEN
2081	DELCO
2081	L&S
211587937	GARLOK
2620286	DELCO
28426	C-R
29112	DELCO
3680994	GM
3686563	GM
37222	SPICER
3742583	GM
3743202	GM
3828916	GM
3883386	GM
3909063	STEMCO
3929063	STEMCO
3974847	GM
41X10836A	DEERE
455511	NATION
46203	TROSTL
469694	GM
48287	DANA
49552	VICTOR
49552SF	VICTOR
51X7937	GARLOK
60964	VICTOR
63X7937	GARLOK
84503	FITZGE
A215F964	R-S
A56401S	L&S
A56401S	TROSTL
BH1290E	NOK
BH1290E1	NOK
GS1360	AURORA
T2586	CHRYSL
T28425	CHRYSL
T55511	TROSTL

Inner Cone
Interchange Number	Mfr
10X15157	WHITE
1331445600	ARAMCO
181267	WABCO
206087M1	MASSEY
218285	A-C
2182855	A-C
243146	RIV
319014	AUSTIN
327195R91	IHC
387AS	NTN
387AS	TIMKEN
49030	NEWHOL
49X50209A	DEERE
4T387AS	NTN
565906	SPICER
613862C91	IHC
826926C91	IHC
9436882	GM
9500172	JOY
95X387AS	JOY
A629826	GERLIN
C5NNA767A	FORD
C7TZ1244A	FORD
F387AS	SEAL-P
JD8147	DEERE

Inner cup
Interchange Number	Mfr
0009813580KZ	M-BENZ
0009814581KZ	M-BENZ
053146	RIV
105497H	IHC
10578	A-C
107845A	WHITE
10A7292	WHITE
111E050032	AM
111E0500321	AM
1331442400	ARAMCO
142223	GM
149505	MACK
150805	JEFREY
167717C1	IHC
195521M1	MASSEY
195525M1	MASSEY
196068M1	MASSEY
1AE0334	WHITE
20641	EATON
207234H1	IHC
212037	A-C
2150007	GOODMN
2150007	WABCO
3010578	A-C
30105787	A-C
313037	AUSTIN
354T5	WHITE
382A	NTN
382A	TIMKEN
384350R1	IHC
388533R1	IHC
392689R1	IHC
3950457	GOODMN
45733	HYSTER
471489	WABCO
49029	NEWHOL
4T382A	NTN
516149E	WHITE
520013	GEHL
545905	EATON
550583	SPICER
568500	CHRYSL
591674C1	IHC
62908	JEFREY
64AX148	MACK
658998	CLARK
664736	SEAL-P
723873EB	EATON
7451691	GM
7XA315	WHITE
826925C1	IHC
84816	VERSAT
890132H1	IHC
90162	WHITE
919661	AMC
9600172	JOY
96X382A	JOY
984363C1	IHC
9A382A	FWD
A629827	GERLIN
C5NNA768A	FORD
C5NNP777A	FORD
CBX2011	WHITE
D44932A	GALION
F382A	SEAL-P
JD7425	DEERE
KW1583	KENWOR
OX35076	DEERE
RT8109A	WHITE
RT9009A	WHITE
RX2903	MASSEY
SK20327	CLARK
T9424	COCKSH
TCAA1243A	FORD
TM3278	WHITE
VX3437	WABCO
X48313	A-C
Y382A	CHRYSL

Outer cone
Interchange Number	Mfr
1331928500	ARAMCO
2825729	CHRYSL
2852729	CHRYSL
2852729	GM
2953550	CHRYSL
364463C91	IHC
431668C91	IHC
4TLM104949	NTN
5357401	AMC
565905	SPICER
591651C91	IHC
7451814	GM
8128841	AMC
929742	A-C
9428909	GM
C7TA1240A	FORD
C7TZ1240A	FORD
FLM104949	SEAL-P
J5357401	CHRYSL
JD9070	DEERE
LM104949	NTN
LM104949	TIMKEN
LM104949JX2	NTN

Outer Cup
Interchange Number	Mfr
1331928200	ARAMCO
287066	NEWHOL
2953549	CHRYSL
2955374	CHRYSL
364462C1	IHC
431667C1	IHC
4TLM104911A	NTN
565918	SPICER
7451813	GM
8128842	AMC
9428539	GM
C7TA1239A	FORD
C7TZ1239A	FORD
LM104911	NTN
LM104911	TIMKEN

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[erantomer]

what's involved in swaping this axle to a 95 suburban that has the 9.5 axle? is it plug and play?

 

[total newb]

Depends on wtf you get the axle from.

 

[erantomer]

it would be from a gmt400, most likely from a pick-up.
i've read contradictory opinions on wether the 10.5 yoke will match the driveshaft.