6sally6 wrote:

That's cool butt keep in mind........
Come to 3 MSBashes in a row gets you a 'ticket' to host it one day!!
Jus say'in
6s6

 
Deal.  😁

RTM wrote:

TKOPerformance wrote:

Everything should live.  The only area where I would caution you is make sure that 9" is set up without a crush sleeve; use a solid spacer.  It sounds idiotic, but I've seen that stupid sleeve cause oscillation induced failures in 9" rear before.  The problem is that the pinions bearings are too close together, so Ford added that pocket bearing on the end of the pinion.  Under load that sleeve actually expands and contracts like a spring, and bearings can get cockeyed in their orbit, which fractures the case at the pocket bearing bore and turns the rear into junk. 

If you use a stock 9" differential there is an upgraded cross pin I would use as well.  I've seen the stock one sheer off causing a complete loss of differential action and a vehicle that wouldn't move. 

We broke a lot of 9"s racing and mud bogging over the years.  Is a tough rear, especially for how little it weighs compared to a D60, etc., BUT it does have a couple weak links that should be addressed. 

I have the crush sleeve kit in my old 9.75 axle I built with 3.73 gears.  It needs to come apart so i can install the trac loc in my truck that now has 4.10 gears.  It uses the same crush sleeve kit as the 9 inch axle.  So I'm familiar with them.  I would have used the crush sleeve in the other 9.75 axle I built with 4.10 gears but the newer 2011 and up factory ford gears for the 9.75 will no accept a crush sleeve.  I had to use a special crush sleeve to install those gears in a 2010 9.75 housing.

The detroit locker is a rebuilt nascar unit.  It's suppose to be very aggressive but I couldn't pass up on the price I got it for so i'll give it a shot.

6sally6, it's unlikely I will make it this year and it's mostly due to trying to get more time off from work than I've already requested.  I really want to attend the bash but even more, I would prefer to have the car finished so I can bring it.

I guess I could add some of the reasoning for my choices for this build.  Many years ago I built a 460 SCJ and stuffed it in a 70 fastback with a big in big out 4 speed.  The car was so scary to drive with a 710 lift and a 314 duration cam.  It would not idle below 1700 rpm!!!  I could drop it 2nd gear at 50-55mph and the car would loose traction.  I way over built the motor for that chassis.  This time around I want to make it right from the get go and just do a few things I've always wanted to do but could never afford to do before.

I was actually not going to put a roll bar in the car but my son has really wanted to put one in since we started this build.  I have always wanted one anyways so when the deal popped up, I figured why now give it a go.  After this post the offer to purchase got really attractive.  I do appreciate everyone's input.  If nothing else this post may help someone else who is searching for this topic. 

TKO it's really helpful to hear from real world experience!!!

I think you'll tire of the Detroit on the street.  I found that in light vehicles they are really intrusive in tight turns.  In heavier trucks they aren't nearly as bad.  Cars you tend to get a bang on unlock and a small amount of skid sideways.  Its a little frightening the first time it happens.  You get used to it, but then it just become annoying. 

Ford got a lot of mileage out of that 9" crush sleeve.  I'm going to rebuild the 10.5 in my F250 here shortly and its also the same sleeve and eliminator kit.  So the 9", 9.75", 10.25", and 10.5" all use the same part.  I'm upgrading to a TrueTrac in the back and adding a E-Locker to the front.  True 4 wheel traction that along with some suspension mods should push this freight train into the 12s. 

RTM wrote:

TKO the seller said the same thing about the locker and is why he sold it. If I don’t like it I’ll replace it then sell it.

Yep, kick the can on down the road

Oh well..........
The DEE-troit locker is sorta like a gear drive for a street engine.
To the guys 'look'in and drool'in' its way cool how it make that ratchet sound when turning and steering through the parking lot or car show butt.........like the gear drive, that crunch'in and growl'in gets old after a while.
(Now open headerz...........I got NO PROBLEM!!!)
6sal6

TKOPerformance wrote:

The only area where I would caution you is make sure that 9" is set up without a crush sleeve; use a solid spacer.  It sounds idiotic, but I've seen that stupid sleeve cause oscillation induced failures in 9" rear before.  The problem is that the pinions bearings are too close together, so Ford added that pocket bearing on the end of the pinion.  Under load that sleeve actually expands and contracts like a spring, and bearings can get cockeyed in their orbit, which fractures the case at the pocket bearing bore and turns the rear into junk. 

If you use a stock 9" differential there is an upgraded cross pin I would use as well.  I've seen the stock one sheer off causing a complete loss of differential action and a vehicle that wouldn't move. 

Wondering if this oscillation could be part of Mustang Steve's vibration problem (in the other thread)
 

I posted on steves post about the balance and the things I found with my truck.  I installed a new 4.10 ford gear set in my 9.75 axle and had a vibration between like 40-50mph.  Before and after it was as smooth as can be.  A buddy of mine said you didn't mark how the flange came off in relation to the driveshaft and i said no its all new parts, except the mounting flange.  I should add that I previously had installed a motive 3.73 gear set in the other 9.75 axle I have and notice a small vibration but nothing most would even notice.  So my thinking all along was that its the increase in driveshaft speed that is the issue.

I decided to go ahead and rotate the driveshaft 180 degrees and wouldn't you know it.  My vibration is gone.  I still want to have the driveshaft re balanced when I install new u-joints.  One of these days.  lol