Building A Dana 60 Front Axle That’ll Never Fail

Doomsday Diesel Part 5 David Kennedy Installing Front Axle

Four-wheel drive and diesel engines are two of the most common options ordered in ¾- and 1-ton trucks—but that wasn’t always the case. For decades, American-made pickups relied on two-wheel drive to get the job done. World War II changed all of that. The Allied Forces in Europe proved four-wheel drive could take you anywhere you needed to go. It didn’t matter if the roads were clear, blown to bits, or non-existent in the first place. When our soldiers came home to start new lives on the farm—in northern factories and throughout the western frontier—four-wheel drive helped them get there.

The beauty of the modern four-wheel-drive system is it only requires three parts not found in two-wheel-drive trucks: a front drive axle, a transfer case mounted behind the transmission, and a driveshaft to connect those two together. Of these three pieces, the front drive axle does the most difficult job. It supports the weight of the vehicle, permits steering, and transfers torque to the front wheels whenever the road conditions are too extreme for rear-wheel drive only.

In the history of diesel pickups, one front axle has been used in more diesel 4x4s than any other—it’s called the Dana 60. This axle has such a legacy, many people simply refer to it as a “60.” Dana Spicer has built this axle in dozens of forms, and it debuted in the front of four-wheel-drive 1-tons in the ’70s. Dodge, Ford, and GM all used it in their pickups, and Ford continues to use it till this very day.

The ’91 GMC Suburban 2500 that’s the basis for Doomsday Diesel was never offered with a Dana 60 front axle. General Motors used the smaller Dana 44 and GM 10-bolt front axles in its fullsize SUVs. The Dana 60 was only used by GM in its 1-ton 4x4s from ’77 to ’91—a generation of vehicles many truck enthusiasts note as the last “real truck” GM ever made.

Experienced readers will be aware that GM’s version of the Dana 60 front axle will bolt into ’73 to ’91 solid-axle-equipped ½- and ¾-ton Chevy and GMC trucks. We’ve chosen not to go that route with our project for three critical reasons: wheel choice, differential location, and component strength. Though Dana no longer makes the GM version of the Dana 60 axle, all the pieces required to build an all-new assembly are still being manufactured. And after more than 35 years of service in 1-ton trucks, the aftermarket has developed upgrades that fortify these legendary frontends.

So when we were shopping around for a front axle that would survive Armageddon, we considered using a 21- to 35-year-old junkyard Dana 60, converting a rear AAM 1150 axle into a frontend (for parts compatibility), or even adapting a Super Duty-style Dana 60 into our GMC. In the end, the cost, strength, and unmatched precision of Dynatrac Products in Huntington Beach, California, convinced us that having it build us a brand-new Dana 60 was our best option. That way, we could leverage the track record of the Dana 60, incorporate the latest torque-proof components the off-road world has developed, and move the differential to the driver side for more exhaust clearance.

To support our Suburban’s 12-valve Cummins engine and 37-inch tires, Dynatrac recommended its 3 1⁄8-inch-diameter, 1026-series, drawn-over-mandrel (DOM) axle tubing, which features a massive 1/2-inch-wall thickness. This material ensures extreme load-carrying capacity—without reducing ground clearance.
To support our Suburban’s 12-valve Cummins engine and 37-inch tires, Dynatrac recommended
For the ends of our axle, we spec’d these bombproof Reid Racing end forgings. These orange, powdercoated, C-shaped parts are tasked with connecting the steering knuckles and wheels to the rest of the axle. They’re based on a Dana 70 architecture but accept all the kingpin-style parts used on ’77 to early ’90s GM, Ford, and Dodge Dana 60s. Dynatrac’s Matt Green measured the inside diameter of the Reid Racing parts to machine the axle tubes for the proper 0.030- to 0.040-inch press fit into the end forgings.
For the ends of our axle, we spec’d these bombproof Reid Racing end forgings. These orange
Green then used a 30-ton press to seat the Reid Racing end forgings on the axle tubes.

With both end forgings in place, Green then mounted each axle tube in a rotisserie machine that spun the tubes as he made two passes with a Lincoln MIG welder. The finished result was a flawless 1/2-inch-wide fillet weld that looked like something you’d see on an aircraft.
With both end forgings in place, Green then mounted each axle tube in a rotisserie machine
Dodge and GM Dana 60s used cast-iron centersections that placed the pinion gear below the centerline of the differential. For the ’78 F-350, Ford had Dana build its 60 front axles with the pinion gear placed above the centerline of the differential. This made the pinion-to-ring gear mesh stronger, improved driveshaft angles, and increased ground clearance. Dynatrac took this innovation and improved on it with its own ProRock 60 centersection. The ProRock’s heat-treated, nodular-iron housing is said to be 40 percent stronger than Dana’s, and it’s been sculpted to improve ground clearance by 30 percent (arrow).
Dodge and GM Dana 60s used cast-iron centersections that placed the pinion gear below the
Using this proprietary axle jig, Green pressed the axle tubes into the ProRock centersection. This 0.030- to 0.040-inch press fit ensures a rigid structure by mechanically locking the three parts of the axle together to form the housing.
Using this proprietary axle jig, Green pressed the axle tubes into the ProRock centersecti

The new housing was then moved to a mill, where 12 holes where drilled into the ProRock housing (six per side) so Green could then plug-weld the axle tubes to the ProRock centersection.
The new housing was then moved to a mill, where 12 holes where drilled into the ProRock ho
With the axle in the welding fixture, anti-splatter spray was applied to protect the housing while the tube-to-centersection plug welds were made. Dynatrac’s spring plates and shock mounts were then added to make our ProRock 60 axle a simple bolt-in.
With the axle in the welding fixture, anti-splatter spray was applied to protect the housi
The completed housing was then washed, dried, and given a fresh coat of paint where all the welding was done.
The completed housing was then washed, dried, and given a fresh coat of paint where all th

The gear assembly began with Steve Flores pressing new Timken bearings onto a Sierra Gear 4.11:1 pinion gear we got from West Coast Differentials.
The gear assembly began with Steve Flores pressing new Timken bearings onto a Sierra Gear
Flores then installed the pinion gear in the ProRock 60 housing with a setup race that features a reduced diameter to allow it to be slid in and out of the housing to facilitate pinion shim changes.
Flores then installed the pinion gear in the ProRock 60 housing with a setup race that fea
The Sierra Gear ring gear was then bolted to an Eaton ELocker selectable-locking front differential that will guarantee Doomsday Diesel will always get traction. Flores ran a file over the leading edge of the carrier bearing journals so his removable setup bearings would slide on and off easier.
The Sierra Gear ring gear was then bolted to an Eaton ELocker selectable-locking front dif

Dynatrac uses a looser-fitting setup bearing to allow its gear installers to easily adjust the number and placement of the steel shims that adjust the gear-mesh pattern of the ring and pinion gears. Getting the mesh perfect takes trial and error—temporary setup bearings allow technicians like Flores to take the time to do the job perfectly every time.
Dynatrac uses a looser-fitting setup bearing to allow its gear installers to easily adjust
With the setup bearings in place on the Eaton ELocker differential and Sierra Gear pinion, Flores installed the differential on the ProRock 60 housing and torqued the nodular-iron carrier-cap bolts.
With the setup bearings in place on the Eaton ELocker differential and Sierra Gear pinion,
He first checked the backlash, or freeplay, between the ring and pinion gears. Flores told us it’s important to check this spec in three different places on the ring gear, as it can vary a few thousands of an inch due to ring-gear-bolt torque, machining variations, or even contamination of the parts.
He first checked the backlash, or freeplay, between the ring and pinion gears. Flores told

After he confirmed the backlash was between 0.050 and 0.010 inch in three locations on the ring gear, he added this yellow gear-marking compound to three teeth—again at three different locations on the ring gear. Less experienced installers will often only check the pattern in one area on the gear, but Flores has done hundreds of gear installs and says this is the only way to know everything is perfect.
After he confirmed the backlash was between 0.050 and 0.010 inch in three locations on the
The gear-marking compound allowed Flores to literally see how the ring gear and the pinion gears are meshing on both the drive (shown) and coast side of the ring gear.
The gear-marking compound allowed Flores to literally see how the ring gear and the pinion
When Flores was satisfied with both the gear backlash and pattern, he marked the ProRock housing for the electrical connection that must pass through the housing. He then drilled the housing with a 29/64 drill bit.
When Flores was satisfied with both the gear backlash and pattern, he marked the ProRock h

At this point, the loose-fitting setup bearings were removed, but the carrier shims that created the proper gear pattern were left in place. Flores then used a press to install real Timken carrier bearings on the Eaton ELocker differential.
At this point, the loose-fitting setup bearings were removed, but the carrier shims that c
The permanent pinion bearing races were then installed, and the pinion gear was reinserted in the ProRock 60 housing. These inner-axle seals where then tapped into the housing using this driver and a small hammer.
The permanent pinion bearing races were then installed, and the pinion gear was reinserted
These Dana 60 seals keep the gear lube inside the differential, but to guarantee they never leak, Dynatrac seals them in place with high-temperature silicone.
These Dana 60 seals keep the gear lube inside the differential, but to guarantee they neve

The ELocker differential was then driven into place with a dead-blow hammer, as the carrier bearings need some preload to support the gear pattern properly. The ELocker’s electrical connection was slid through the housing, and its rubber bulkhead fitting was sealed with silicone to prevent any contamination from entering the differential.
The ELocker differential was then driven into place with a dead-blow hammer, as the carrie
Flores then torqued the Grade 8 carrier bearing caps to 90 ft-lb.
We plan to use a Ford Super Duty-based front driveshaft on Doomsday Diesel, so we had Dynatrac install a 1350- series billet pinion yoke from West Coast Differentials.
We plan to use a Ford Super Duty-based front driveshaft on Doomsday Diesel, so we had Dyna

The ProRock 60 housing was then sealed up with a bead of high-temperature silicone. Using silicone means we’ll never need to track down a gasket, and the gear lube will never seep through the paper gasket material—no matter how much time passes.
The ProRock 60 housing was then sealed up with a bead of high-temperature silicone. Using
Dynatrac manufactures a line of bash-proof differential covers for nearly all Dana axles. These Pro Covers are cast from nodular-iron, they add rigidity to the housing, and they come powdercoated for ultimate durability.
Dynatrac manufactures a line of bash-proof differential covers for nearly all Dana axles.
With the gears installed, we moved on to the axle ends. Our kingpin Reid Racing end forgings use time-tested (and field serviceable) kingpins (which GM used on all its Dana 60 axles) instead of ball joints. The kingpins are installed in the end forgings with red thread lock and a 7⁄8-inch Allen wrench. They got torqued to 500 ft-lb.
With the gears installed, we moved on to the axle ends. Our kingpin Reid Racing end forgin

There are no lower ball joints, either. Like all GM Dana 60s, the Reid Racing end forgings use these greasable, tapered roller bearings.
There are no lower ball joints, either. Like all GM Dana 60s, the Reid Racing end forgings
The lower bearings were then sealed with this replaceable seal that was tapped into place with a mallet.
The lower bearings were then sealed with this replaceable seal that was tapped into place
The upper kingpins seal out contamination with these small lip seals.

To match our Reid Racing end forgings, we added these Reid Racing GM-style steering knuckles. Flores installed Reid Racing’s spindle stud kit in each knuckle before installing them on the axle.
To match our Reid Racing end forgings, we added these Reid Racing GM-style steering knuckl
The Reid Racing steering knuckles are based on ’77 to ’91 GM Dana 60 steering knuckles, but material has been added around the upper kingpin area to accommodate high-mounted steering arms. These high-strength ductile-iron knuckles are also powdercoated in Reid’s trademark orange color for lasting good looks.
The Reid Racing steering knuckles are based on ’77 to ’91 GM Dana 60 steering knuckles, bu
We got all our kingpin hardware from Parts Mike, and while the original Dana pieces are still available, these lower kingpin caps feature a recessed zerk fitting that protect them from rocks. Again, no gaskets are required here, just a small bead of silicone.
We got all our kingpin hardware from Parts Mike, and while the original Dana pieces are st

Flores bolted the lower caps into place using 12-point, 1/2-inch-20 thread, 1-1⁄4-inch-long chromoly bolts that were torqued to 75 ft-lb.
Flores bolted the lower caps into place using 12-point, 1/2-inch-20 thread, 1-1⁄4-inch-lon
With the Reid Racing knuckles installed, the kingpin-to-steering-knuckle relationship is easier to see. The gap between the kingpins and the top of the steering knuckle is filled with a replaceable Delrin bushing.
With the Reid Racing knuckles installed, the kingpin-to-steering-knuckle relationship is e
The upper kingpin bushings were lubed with bearing grease and are preloaded with what looks like massive valvesprings. Steel shims were used between the bushing and the spring. In this case, we had Dynatrac use the traditional paper gasket, because we’re not sure which steering arms we are going to use.
The upper kingpin bushings were lubed with bearing grease and are preloaded with what look

The upper kingpins were then sealed with these stamped-steel covers that hold them in place. You’ll note that these covers also have a provision for a greasable zerk fitting. These bolts were also torqued to 75 ft-lb.
The upper kingpins were then sealed with these stamped-steel covers that hold them in plac
Dynatrac manufactures its own Dana 60 wheel hubs, which makes it possible to offer nearly any wheel-bolt pattern required. The piece on the left is our front hub that’s been drilled for both 9⁄16-inch and 14mm wheel studs. The piece on the right is the raw forging that Dynatrac begins with.
Dynatrac manufactures its own Dana 60 wheel hubs, which makes it possible to offer nearly
Dyntrac’s hubs use traditional, serviceable Dana 60 wheel bearings, races, and seals. A press was used to install the inner and outer bearing races.
Dyntrac’s hubs use traditional, serviceable Dana 60 wheel bearings, races, and seals. A pr

To make finding service parts as easy as possible, Dynatrac fitted our axle with ’77 to ’91 GM 1-ton brake rotors that were also drilled for 14mm wheel studs. The studs themselves were pressed into place using this fixture that allows for them to all go in simultaneously.
To make finding service parts as easy as possible, Dynatrac fitted our axle with ’77 to ’9
The wheel hub bearings were thoroughly packed with grease, and the cavity between the bearings was also packed nearly full. When the hubs are in place, there will be very little space inside the hubs that isn’t filled with grease.
The wheel hub bearings were thoroughly packed with grease, and the cavity between the bear
We asked Dynatrac to build our front axle 4 inches wider than a stock GM Dana 60 to match the wide rear axle we’re using and to accommodate the Hummer beadlock wheels we’re going to run. The extra width meant we needed a custom-length inner axleshaft on the driver side of the axle. The passenger-side inner shaft is from an ’85 to ’88 Ford F-350. All the front shafts (inners and outers) are massive 1 1/2-inch-diameter, 35-spline pieces.
We asked Dynatrac to build our front axle 4 inches wider than a stock GM Dana 60 to match

Like its wheel hubs, Dynatrac’s bearing spindles also begin life as raw forgings for optimum grain structure and ultimate strength.
Like its wheel hubs, Dynatrac’s bearing spindles also begin life as raw forgings for optim
An arbor press was used to insert the roller bearing that supports the axle stub shafts.
A Dana spindle seal was installed and liberally lubed with bearing grease. The spindle-to-steering-knuckle interface was then given a light coat of antisieze in case we ever need to take it apart.
A Dana spindle seal was installed and liberally lubed with bearing grease. The spindle-to-

Dynatrac has multiple brake options that utilize commonly available brake hardware, but our wheel needs dictated we use the ’77 to ’91 GM Dana 60 parts. The only used parts in the entire axle are these Bendix brake caliper mounts that we got from a friend. The good news is these things never wear out, but if you need a set, we’d look on eBay. Flores bolted them on with the Reid Racing spindle studs and Dynatrac spindles.
Dynatrac has multiple brake options that utilize commonly available brake hardware, but ou
The Pro60 wheel hubs went on next. Flores took care not to nick the inner wheel seal as he slid them over the spindles.
The Pro60 wheel hubs went on next. Flores took care not to nick the inner wheel seal as he
The wheel hubs were retailed with two large nuts that require a Dana 60 hub-nut wrench. This locking washer fits between the two nuts and is used to prevent the inner nuts from spinning relative to the spindle.
The wheel hubs were retailed with two large nuts that require a Dana 60 hub-nut wrench. Th

Just because we have old brakes, doesn’t mean we have to use old brake pad technology. We spec’d a set of EBC Brakes Yellow Stuff SUV brake pads for the frontend.
Just because we have old brakes, doesn’t mean we have to use old brake pad technology. We
Our ’77 to ’91 GM Dana 60 Bendix calipers came straight off the Pep Boys parts shelf and were installed using a brake hardware kit we got from AutoZone.
Our ’77 to ’91 GM Dana 60 Bendix calipers came straight off the Pep Boys parts shelf and w
The finishing touch was a set of Dynatrac DynaLoc 35-spline hubs that will allow us to engage four-wheel drive with 1⁄8 of a turn.
The finishing touch was a set of Dynatrac DynaLoc 35-spline hubs that will allow us to eng

SOURCES
EBC Brakes 12621 Encinitas Avenue Sylmar CA 91342 818-362-5534 www.ebcbrakes.com	Reid Racing 1917 Oak Park Blvd. Pleasant Hill CA 94523 925-935-3025 http://www.reidracing.biz/
Dynatrac 7392 Count Circle Huntington Beach CA 92647 714-596-4461 www.dynatrac.com	Parts Mike N/A AK 530-885-3850 www.partsmike.com
West Coast Differentials 2429 Mercantile Drive Suite A Rancho Cordova CA 95742 800-510-0950 www.differentials.com	Dana 60 Torque Specs www2.dana.com/pdf/5309-3.pdf