Rearend identification
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==Introduction== | ==Introduction== | ||
There are several ways to tell what the type/size/application of a rearend. Besides visually checking and comparing rearends to one another, there are casting numbers, build codes and dates displayed or cast/stamped in various locations on the rearend and elsewhere. These all can be used to help ID a rearend. | There are several ways to tell what the type/size/application of a rearend. Besides visually checking and comparing rearends to one another, there are casting numbers, build codes and dates displayed or cast/stamped in various locations on the rearend and elsewhere. These all can be used to help ID a rearend. | ||
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==Casting numbers== | ==Casting numbers== | ||
Many if not all rear end housings will have some sort of casting number or ID cues to identify it. If the RPO decal is present (newer vehicles) or the broadcast or "build" sheet is available, it can show what was originally in the vehicle. Sometimes body/fender/cowl tags contain coded info that may list specifics on the rearend. | Many if not all rear end housings will have some sort of casting number or ID cues to identify it. If the RPO decal is present (newer vehicles) or the broadcast or "build" sheet is available, it can show what was originally in the vehicle. Sometimes body/fender/cowl tags contain coded info that may list specifics on the rearend. | ||
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==Axle codes== | ==Axle codes== | ||
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*[http://www.thecamaro.com/Decoding/Chevy-Axle-Rear-End-Decoding/ Chevrolet Rear Axle Code Identification and Decoding] from thecamaro.com | *[http://www.thecamaro.com/Decoding/Chevy-Axle-Rear-End-Decoding/ Chevrolet Rear Axle Code Identification and Decoding] from thecamaro.com | ||
*[http://www.thecamaro.com/Decoding/Chevy-Axle-Rear-End-Decoding/Chevy-Full-Size-Rear-Axle-Codes.php Chevrolet Full Size and Impala Rear End/Axle Assembly Codes] from from thecamaro.com | *[http://www.thecamaro.com/Decoding/Chevy-Axle-Rear-End-Decoding/Chevy-Full-Size-Rear-Axle-Codes.php Chevrolet Full Size and Impala Rear End/Axle Assembly Codes] from from thecamaro.com | ||
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*[http://tech.oldsgmail.com/axle_useage.php GM A-body codes] from tech.oldsgmail.com | *[http://tech.oldsgmail.com/axle_useage.php GM A-body codes] from tech.oldsgmail.com | ||
*[http://www.gnttype.org/numbers/axcodes.html Gear ratio info] from gnttype.org | *[http://www.gnttype.org/numbers/axcodes.html Gear ratio info] from gnttype.org | ||
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===8.8 inch=== | ===8.8 inch=== | ||
{| | {| | ||
| − | |[[File:8.8 truck.jpg|thumb|center| | + | |[[File:8.8 truck.jpg|thumb|center|400px|8.8" rear end in a Ford F150 4X4]] |
| − | |[[File:Ford 8.8 w damper weight.jpg|thumb|center| | + | |[[File:Ford 8.8 w damper weight.jpg|thumb|center|180px|8.8" rear end with damper weight attached]] |
| − | |} | + | |} |
===8.7 inch=== | ===8.7 inch=== | ||
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===Columbia 2-speed rear end=== | ===Columbia 2-speed rear end=== | ||
| − | More of an overdrive unit than an actual rear end. Included in the Ford section since it was offered as an option on ' | + | More of an overdrive unit than an actual rear end. Included in the Ford section since it was offered as an option on '30s to '40s Fords. |
==General Motors== | ==General Motors== | ||
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===10 bolt=== | ===10 bolt=== | ||
| − | ==== | + | =====10 bolt ID tips===== |
| − | + | If you don't have the codes on hand to identify if a 10 bolt rear end is an 8.5" or not, you can measure the distance between the very bottom bolt for the cover and the next adjacent bolt (either right of left), it will be 3-3/4" for a 8.5" and 3-1/4" for a 7.5".<br> | |
| − | + | {{Note1}}Some installation kits for the 8.5" and 7.5" use ring gear bolts with a 5/8" head, so if someone has rebuilt the rearend with one of these kits the bolts will have smaller heads than the original bolts. | |
| − | + | ||
| − | + | Another [http://www.hotrodders.com/forum/need-id-gm-10-bolt-163067.html#post1571160 tip] is to check the size of the pinion nut. The 8.2" uses a 1-1/8 inch socket on the nut and the 7.5" and 8.5" use a 1-1/4 inch socket. That is as long as they have a OEM type nut on them. | |
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| − | + | There are usually two distinctive lugs cast into the bottom of the 10 bolt rear end housing. These lugs are arrowed in the image above. | |
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| − | + | The ring gear of the corporate 10 bolt is secured by 7/16-20 '''left hand''' thread bolts having a 3/4" hex head on them; there will be ten bolts holding the ring gear to the differential. The ring gear is (as mentioned) 8.5" diameter and the pinion shaft diameter is the same as the 12 bolt at 1.625". The 8.5" pinion has 30 splines. | |
| − | + | ||
| − | + | The 8.2" diff will have 10 bolts holding the ring gear on the diff, the bolts will have a 9/16" hex head and be right hand threaded. The 8.2" uses ten 3/8-24 right hand thread bolts to hold the ring gear on the diff. The pinion diameter is 1.438", having 25 splines. | |
| − | + | ||
| − | + | The 7.5" diff will have the ring gear secured with 10 bolts that are 7/16-20 LH thread, like the 8.5" corporate rear end. However, the ring gear diameter is smaller than the 8.5" differential. | |
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| − | + | ====8.75 inch 10-bolt==== | |
| − | + | This rearend was used in some mid-'70s Chevrolet station wagons, Impala, Caprice, some Chevelles, El Caminos, usually with larger engines and/or heavy duty options (towing, etc.). Also ''possibly'' found in some Pontiac LeMans, some 1977 Buick Regals and Cadillac models (needs confirmation). | |
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| − | + | Can be found with either 28 or 31 spline axles. It has a 10-bolt cover with indentions next to the axle tubes and 12 bolts holding the ring gear to the carrier (the bolts have a 3/4" hex head, right hand threads). The pinion nut is 1-1/4", it has 3" axle tubes. | |
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| − | + | This is a strong rearend, but unfortunately it was only used briefly and aftermarket support is poor. | |
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| − | + | [[File:8 3-4 gm diff.jpg|thumb|left|GM 8.75" 10-bolt rear cover]]<br style="clear:both"/> | |
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| − | ====8.5 | + | ====8.5 inch 10-bolt==== |
| − | Sometimes referred to as the "corporate 10-bolt", the GM 8.5" 10-bolt rearend began production in 1971 to replace the 8.2" and 12-bolt rearends. There was simultaneous use of the 8.2" and 8.5" rearends during the changeover period, like in the Nova. Has a 10 bolt cover as well as 10 bolts securing the ring gear. | + | Sometimes referred to as the "corporate 10-bolt", the GM 8.5" 10-bolt rearend began production in 1971 to replace the 8.2" and 12-bolt rearends. There was simultaneous use of the 8.2" and 8.5" rearends during the changeover period, like in the Nova. Has a 10 bolt cover as well as 10 bolts securing the ring gear. Ring gear bolts are 7/16 - 20 LH threads (also shared with the 7.5/7.625"). |
| − | The 8.5" 10-bolt GM rearend has a 30 spline pinion, uses C-clips, and could have 28 or 30 spline axles depending on the year. It uses a 1-1/4" pinion nut. | + | The 8.5" 10-bolt GM rearend has a 30 spline pinion, uses C-clips, and could have 28 or 30 spline axles depending on the year (30 spline axles were used after 1988). 4 wheel drive 8.5" front differentials manufactured between 1977-91 share the same differential gears, bearings, and pinion seals but has a modified housing and cover which has an indentation to clear suspension travel. It uses a 1-1/4" pinion nut. Ring gear diameter was increased to 8.6" when used with the GMT800 platform light duty trucks (1999-06 Silverado/Sierra). |
<table bgcolor="#F9F9F9" table border="1" cellpadding="2" cellspacing="0"><tr> <td> Apollo: 1973 - 1975 | <table bgcolor="#F9F9F9" table border="1" cellpadding="2" cellspacing="0"><tr> <td> Apollo: 1973 - 1975 | ||
</td><td> Bel Air: 1970 - 1975 | </td><td> Bel Air: 1970 - 1975 | ||
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</tr><tr> | </tr><tr> | ||
<td> C10 1/2 Ton (2WD): 1979 - 1987 | <td> C10 1/2 Ton (2WD): 1979 - 1987 | ||
| − | </td><td> C15/ C1500 1/2 Ton (2WD): 1979 - | + | </td><td> C15/ C1500 1/2 Ton (2WD): 1979 - present |
</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
| − | <td> C1500 1/2 Ton (2WD): 1988 - | + | <td> C1500 1/2 Ton (2WD): 1988 - 1998 (incl. GMT400-based Blazer (92-94), Tahoe/Yukon, Escalade, Denali, 1/2 ton Suburban) |
</td><td> Camaro: 1970 - 1981 | </td><td> Camaro: 1970 - 1981 | ||
</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
| − | <td> Caprice: 1970 - 1996 | + | <td> Caprice: 1970 - 1996 (includes '94-'96 Impala SS and 9C1 police package) |
</td><td> Catalina: 1970 - 1981 | </td><td> Catalina: 1970 - 1981 | ||
</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
<td> Chevelle/Malibu: 1973 - 1973 | <td> Chevelle/Malibu: 1973 - 1973 | ||
| − | </td><td> | + | </td><td> Cutlass: 1970 - 1977 |
</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
| − | <td> | + | <td> Cutlass: 1985 - 1987 (442 package) |
</td><td> El Camino: 1971 - 1976 | </td><td> El Camino: 1971 - 1976 | ||
</td> | </td> | ||
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</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
| − | <td> Impala: 1971 - | + | <td> Impala/Caprice: 1971 - 1996 ('77-'96 B, C, and D platform for station wagons, diesels, 9C6 (taxicab) and 9C1 police package |
| − | </td><td> K10/ K1500 1/2 Ton (4WD): 1979 - | + | </td><td> K10/ K1500 1/2 Ton (4WD): 1979 - present |
</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
| − | <td> K15/ K1500 1/2 Ton (4WD): 1979 - | + | <td> K15/ K1500 1/2 Ton (4WD): 1979 - present |
| − | </td><td> K5 Blazer (4WD): 1979 - 1991 | + | </td><td> K5 Blazer (4WD): 1979 - 1991 (1979-'82 are overlap years - also applicable to C/K 10 series incl. Suburban |
</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
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</td><td> Skylark: 1970 - 1972 | </td><td> Skylark: 1970 - 1972 | ||
</td> | </td> | ||
| − | + | </tr><tr> | |
<td> Skylark: 1975 - 1979 | <td> Skylark: 1975 - 1979 | ||
| − | </td><td> Sonoma: | + | </td><td> S10,Sonoma: 1995 - 2003 (4WD with ZR2 option, S10 SS, Xtreme, and 4.3L trucks with a manual transmission option |
</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
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</tr> </table><br> | </tr> </table><br> | ||
| − | ====10 bolt | + | ====8.2 inch 10-bolt==== |
| − | + | The 8.2" rearend was used through 1970 in the B-body (Impala) and F-body (Camaro) cars. The 8.2" was used through 1971 in the X-body (Nova) and through 1972 in the A-body (Chevelle). | |
| − | + | <table bgcolor="#F9F9F9" table border="1" cellpadding="2" cellspacing="0"><tr> | |
| − | + | <td> Bel Air: 1964 - 1972 | |
| − | + | </td><td> Biscayne: 1964 - 1972 | |
| − | + | </td> | |
| − | + | </tr><tr> | |
| − | + | <td> Camaro: 1967 - 1970 | |
| − | + | </td><td> Caprice: 1965 - 1971 | |
| − | + | </td> | |
| − | + | </tr><tr> | |
| − | + | <td> Chevelle/ Malibu: 1964 - 1972 | |
| − | + | </td><td> Chevy II: 1964 - 1968 | |
| + | </td> | ||
| + | </tr><tr> | ||
| + | <td> El Camino: 1964 - 1972 | ||
| + | </td><td> Impala: 1964 - 1972 | ||
| + | </td> | ||
| + | </tr><tr> | ||
| + | <td> Monte Carlo: 1970 - 1972 | ||
| + | </td><td> Nomad: 1968 - 1972 | ||
| + | </td> | ||
| + | </tr><tr> | ||
| + | <td> Nova: 1964 - 1972 | ||
| + | </td><td> Skylark: 1964 - 1969 | ||
| + | </td> | ||
| + | </tr><tr> | ||
| + | <td> Tempest: 1964 - 1970 | ||
| + | </td><td> Trans Am: 1969 - 1972 | ||
| + | </td> | ||
| + | </tr><tr> | ||
| + | <td> Ventura: 1971 - 1971 | ||
| + | </td><td> Wildcat: 1964 - 1972 | ||
| + | </td> | ||
| + | </tr> </table><br> | ||
====10 bolt carriers==== | ====10 bolt carriers==== | ||
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==8.5" non C-clip rearend== | ==8.5" non C-clip rearend== | ||
| + | The non C-clip differential share the same ring/pinion (incl. pinion bearings, differential carrier) with the C clip version but has pressed on axle bearings similar to a Dana 44 or Ford 9 inch. Differential cover looks similar to the BOP 8.2 10 bolt. | ||
| + | |||
The 1971-'72 Buick GS/Skylark and Olds Cutlass A-body 8.5 10 bolt did not have C-clip axles. | The 1971-'72 Buick GS/Skylark and Olds Cutlass A-body 8.5 10 bolt did not have C-clip axles. | ||
The non C-clip 8.5" 10 bolt, type "C" rearend was used in some 1969-'72 Pontiac GP and 1970-'72 Monte Carlo. | The non C-clip 8.5" 10 bolt, type "C" rearend was used in some 1969-'72 Pontiac GP and 1970-'72 Monte Carlo. | ||
| − | There have been non C-clip rearends found in Chevelle wagons through at least 1974. | + | There have been non C-clip rearends found in Chevelle wagons, and some El Caminos through at least 1974. |
==12-bolt cover/10-bolt ring gear== | ==12-bolt cover/10-bolt ring gear== | ||
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</tr> | </tr> | ||
</table><br> | </table><br> | ||
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| + | ==U-joints== | ||
| + | *1310 series, (aka "small Chevy") has 1.063" diameter caps, 3.219" measured across to lock ring points (1-1/16" x 3-7/32"), uses outside clips. Was OEM for many 1967-74 GM cars. Also used with Ford F100s (including early F150s prior to 1980), Broncos, Econolines with 9 inch differentials and AMC/Jeep products (pinion to driveshaft location - driveshaft to transmission yoke used a hybrid U-joint with outside and inside clips)<br> | ||
| + | {{Note1}}There's also a 1310 "special" U-joint, which has two 1-1/16" and two 1-1/8" caps. Used OE on some Fords and available from the aftermarket as an adapter U-joint. | ||
| + | *1330 series pinion yokes use locating tabs to center the U-joint, has 1.063" diameter caps, 3.625" measured across to lock ring points (1-1/16" x 3-5/8"), uses outside clips. Used on heavy-duty/high performance/big engine applications. | ||
| + | *GM 3R series is the "inside C-clip", or "inside lock" style. Used ~1975-up. It does not use locating tabs. It has 1.125" diameter caps, 2.5625" measured across caps (1-1/8" x 2-9/16"), aftermarket/replacement U-joints uses inside clips, originals use plastic injection. | ||
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| + | On the 12-bolt, the hardware used to hold the U-joint into the pinion yoke was either two 5/16" U-bolts, or 4 bolts and 2 metal straps. Both styles were used on original equipment applications. The U-bolts are the preferred method, if for no other reason than if either were to fail the U-bolt type can be easily replaced while the strap type might break off the bolt inside the yoke, making extraction difficult. | ||
| + | [[File:U-jnt girdle.jpg|right|200px]] | ||
| + | The yokes may be different for straps or U-bolts. The strap yoke (if smaller) can be drilled out to use U-bolts, but in some cases this leaves too little metal around the holes. A better approach is to use a yoke made for U-bolts in the first place. | ||
| + | |||
| + | U-joint girdles (right) can be used to replace the original hardware. Be sure to match the diameter of the fasteners to the hole size of the yoke. | ||
| + | *[http://www.actionmachineinc.com/ujointmeasuringguide.aspx U-joint measuring guide] | ||
==MOPAR== | ==MOPAR== | ||
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===15 series rearend=== | ===15 series rearend=== | ||
| − | The AMC 15 series rearend has a 7-9/16" ring gear. It was used in 1965 and earlier models with 196 ci or 199 ci inline 6 engines. The small cars (cars other than those listed below as "big car") used the AMC 15 rearend with inline 6 engines, AMC 20 rearend was used with V8 engines. The AMC 20 rearend could be ordered in fleet cars with inline 6 engines. | + | The AMC 15 series rearend has a 7-9/16" ring gear. It was used in 1965 and earlier models with 196 ci or 199 ci inline 6 engines. The small cars (cars other than those listed below as "big car") used the AMC 15 rearend with inline 6 engines, AMC 20 rearend was used with V8 engines. The AMC 20 rearend could be ordered in fleet cars with inline 6 engines. AMC sold the tooling equipment for its differentials to the Dana Corporation in 1985. The AMC 15 was modified by Dana and rebranded as the Dana 35/35C. Ring/pinion sets including the axleshafts do not interchange with the AMC 15. |
===20 series rearend=== | ===20 series rearend=== | ||
The big cars (Ambassador, Classic, Rebel, Matador and Marlin) used the AMC 20 rearend with 232 ci inline 6 and bigger engines. | The big cars (Ambassador, Classic, Rebel, Matador and Marlin) used the AMC 20 rearend with 232 ci inline 6 and bigger engines. | ||
| − | The series 20 was used in Jeeps as well as AMC passenger cars. A Jeep 20 series rearend would have a 5 on 5" bolt pattern. Passenger cars used the 5 on 4-1/2" wheel bolt pattern. | + | The series 20 was used in Jeeps as well as AMC passenger cars. A Jeep 20 series rearend would have a 5 on 5" wheel bolt pattern. Passenger cars used the 5 on 4-1/2" wheel bolt pattern. |
[[File:Amc 20 series rearend.jpg|thumb|450px|left|20 series under a 1966 Rouge]] <br style="clear:both"/> | [[File:Amc 20 series rearend.jpg|thumb|450px|left|20 series under a 1966 Rouge]] <br style="clear:both"/> | ||
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<tr height="13"> | <tr height="13"> | ||
<td>GH4</td> | <td>GH4</td> | ||
| − | <td colspan="3" height="13"> Axle Rear</td> | + | <td colspan="3" height="13"> Axle Rear (2LS V6 Camaro)</td> |
<td> | <td> | ||
<div align="center"> | <div align="center"> | ||
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<tr><td align="center">2.56:1</td><td align="center">41/16</td></tr> | <tr><td align="center">2.56:1</td><td align="center">41/16</td></tr> | ||
<tr bgcolor="#F1F1F1"><td align="center">2.73:1</td><td align="center">41/15</td></tr> | <tr bgcolor="#F1F1F1"><td align="center">2.73:1</td><td align="center">41/15</td></tr> | ||
| + | <tr><td align="center">2.92:1</td><td align="center">41/14</td></tr> | ||
<tr><td align="center">3.07:1</td><td align="center">43/14</td></tr> | <tr><td align="center">3.07:1</td><td align="center">43/14</td></tr> | ||
<tr bgcolor="#F1F1F1"><td align="center">3.08:1</td><td align="center">40/13</td></tr> | <tr bgcolor="#F1F1F1"><td align="center">3.08:1</td><td align="center">40/13</td></tr> | ||
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