CTDinMT

Pardon my ignorance, why did Dodge do away with the Dana's and go with the AA&M's. I have a friend who is a fairly good mechanic(but is at times a dummy) tell me that if they aren't dana's they are crap (thats the gist anyway). What's the deal? I don't know much about the underside of my new truck and need educated. Someone give me the rundown of pro's/con's, Dana vs. AA&M, please! Thanks-Steve ???

Junk Yard Dog

I have to disagree. I've had a 2k and now my 98 both with limited slip. Neither of them worked PROPERLY due to the fact Chrysler has Dana building these rears very weak. I'd be willing to bet anyone out there that is getting a lot of wheel spin from one tire and the opposite stands still, has the same problem both my trucks had. Just a few hours, take the center section of the rear out of the housing, split the L/S in half, and put the clutches in the way Dana meant them to be. Very easy even for the unskilled.

From the factory my clutch pack was: 3 steels then 3 clutches then 1 steel 1 clutch 1 steel 1 clutch 1 steel

Not even half the pack was doing anything. Now she works the way it was intended: s/c/s/c/s/c/s/c/s/c/s

Hope this helps some of the limited slip-less truck owners

Rick

Nevada

I've had both, and am in no hurry to switch back to the Dana's. IMO the limited slip in the AAM's is vastly superior to the limited slip in the Dana's at least in the configuration as delivered from the factory.

4x4

The AAM axles are virtually the same to the Dana units in terms of strength and design, except for a few minor changes.
The front axle (AAM 925) is a high pinion design with a ring gear of 9 1/4", shaft diameter is 1.4", the spline count is 33. The gross axle rate is slightly higher than the Dana 60 at 5,500lbs to better handle the cummins.The U-joints are AAM 1485-series (same as Spicer 1480s).

The rear axles are like the Chevy 14-bolts in design. The AAM 1050 (in 3/4 tons with autos) has a 10 1/2" ring gear, 1 1/2" diameter 30-spline shafts, and the limited slip is an AAM helical-gear limited slip.
The 1150 (in 3/4s with manuals and 1 ton Dodges) has an 11 1/2" ring gear, 1/12" diameter 30 spline shafts. It is essentially the same as GMs '01-to-present HD axles with the exception of an added speed sensor and tone ring.

4x4

P.S. I hope this helps. ;D

pwabbott

The AAM limited slip does not use a clutch pack as does the Dana. As a result it does not need the friction modifier. suggest you go to the AAM web site, "horses mouth", and see the design features.

CTDinMT

Thanks for the replies. I kinda figured my buddy did'nt know what he was talking about. I'll take a look at AA&M's website.
-Steve

doug

mfgs switch major vendors for a variety of reasons, but chiefly it is usually a combination of three things (1) quality control (2) vendor relationship, and (3) cost.

What AA brings to the table is that Dana is one cocky supplier, pretty proud of their axles, and not very responsive to quality control issues. I'm reading between the lines from private conversations in the industry and drawing my own conclusions -- nobody has out right told me the above.

Anyway, I first viewed the switch to Dana as a mistake (why fix something that isn't broke). I wasn't convinced that the consumer would benefit. Other than the LS issue, where it appears that the new axles may offer an advantage, the benefit of the AA axles to the truck is subtle at best and hard to quantity. But that doesn't mean it isn't there. That said I think now that the 03 intro birth pains are behind us (problems both at AA and DC) the two companies are working nicely together. AA is vigorously involved in drivetrain vibration, droning, and such -- partnering with DC if you will on various issues related to that. I think AA was eager for DC's business and they might not have quite the arrogance of a Dana. Just my interpretation.

BigBlue

The limited slip in my 01 is extremely tight. Both tires always spin together at the same time. ;D

rikbilt

i am currently fighting dodge about my "so-called" anti-spin differential. to put it bluntly, the thing is a piece of junk. i sure hope doge saved some money by switching from dana, at least someone is happy.
after having gotten stuck in my side yard, i realized that only the rr wheel and the lf wheel were the only ones spinning. took it to the dealer, and they said it is working"as designed."
i specifically went shopping for a truck with a limited slip, paid extra money, and this is what i got. an anti-spin diff, that only works when it wants to, not when i need it.
being an ase master tech, my advice would be to get an open diff. with your truck and put in a REAL limited slip aftermarket diff. when they come available
if your interested, go to www.aam.com, look up the truetrac gt diff. and that is what the dodge anti-spin diff. is. they say it is a driver friendly diff with very low noise. in my experience, the reason that it is so quiet, is because it's not doing a thing!!!!
being a long time ford owner, it did not make me happy that my neighbor with his ford truck had to pull out my big 1-ton dodge, when i was stuck.

2003 4x4 ctd long-bed 47re :P

Jonesey

rikbilt,
Sorry to hear yours is not working as designed. Mine works a bunch better than the LS in my 01.5 did. I could not even get up my driveway with a light dusting of snow without putting the 01.5 into 4WD. 2WD was not a problem with the 03 last winter.

kayjh

[quote author=4x4 link=board=20;threadid=19624;start=0#msg184555 date=1063562530]
The AAM axles are virtually the same to the Dana units in terms of strength and design, except for a few minor changes.
The front axle (AAM 925) is a high pinion design with a ring gear of 9 1/4", shaft diameter is 1.4", the spline count is 33. The gross axle rate is slightly higher than the Dana 60 at 5,500lbs to better handle the cummins.The U-joints are AAM 1485-series (same as Spicer 1480s).

The rear axles are like the Chevy 14-bolts in design. The AAM 1050 (in 3/4 tons with autos) has a 10 1/2" ring gear, 1 1/2" diameter 30-spline shafts, and the limited slip is an AAM helical-gear limited slip.
The 1150 (in 3/4s with manuals and 1 ton Dodges) has an 11 1/2" ring gear, 1/12" diameter 30 spline shafts. It is essentially the same as GMs '01-to-present HD axles with the exception of an added speed sensor and tone ring.

4x4

P.S. I hope this helps. ;D
[/quote]

The sticker in the glovebox of my 2004 - 2500 QC 4x4 ho/48re says 11.5 rear axle (not 10.5).

Mopar_Mudder

[quote author=rikbilt link=board=20;threadid=19624;start=0#msg197927 date=1066367052]
i am currently fighting dodge about my "so-called" anti-spin differential. to put it bluntly, the thing is a piece of junk. i sure hope doge saved some money by switching from dana, at least someone is happy.
after having gotten stuck in my side yard, i realized that only the rr wheel and the lf wheel were the only ones spinning. took it to the dealer, and they said it is working"as designed."
i specifically went shopping for a truck with a limited slip, paid extra money, and this is what i got. an anti-spin diff, that only works when it wants to, not when i need it.
being an ase master tech, my advice would be to get an open diff. with your truck and put in a REAL limited slip aftermarket diff. when they come available
if your interested, go to www.aam.com, look up the truetrac gt diff. and that is what the dodge anti-spin diff. is. they say it is a driver friendly diff with very low noise. in my experience, the reason that it is so quiet, is because it's not doing a thing!!!!
being a long time ford owner, it did not make me happy that my neighbor with his ford truck had to pull out my big 1-ton dodge, when i was stuck.

2003 4x4 ctd long-bed 47re :P
[/quote]

Its a limited slip, not a locker.......and is much better then the Dana design. Mine works just fine as it is. You got a 4x4, if you were stock in 4 wheel I doubt very much that extra wheel would have helped anyway.

Rolngthun

Like Mudder said , it is not a locker. In order for it to engage both wheels in the situation you were in. You should lightly press on the brake pedal, slightly increasing pressure until both tires turn.
Of course there is always the lincon locker way.

Mopar_Mudder

[quote author=Rolngthun link=board=20;threadid=19624;start=0#msg198124 date=1066425021]

Of course there is always the lincon locker way.
[/quote]

Or as known in our little circle, the "Hobart" lockers