I'm looking for information on the possibility of bolting TJ or KJ RUBICON axles onto my '97 ZJ Lmtd. V8. If this swap is not a bolt on.....what other possibilities exist for bolt on axles than are more durable that the DANA 30/35 set that JEEP cheaped-out on when they built this problematic heep.
RUBICON axles for ZJ
scrambler845
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I'm looking for information on the possibility of bolting TJ or KJ RUBICON axles onto my '97 ZJ Lmtd. V8. If this swap is not a bolt on.....what other possibilities exist for bolt on axles than are more durable that the DANA 30/35 set that JEEP cheaped-out on when they built this problematic heep.
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I am not sure about the TJ and JK axles, I don't recall anyone doing that swap, I think the width is too short.
As for bolt on, the only true bolt on for the ZJ D35 is the 44a (also referred to the HD44), but in 1997 I believe all of the 5.2s came with the 44a stock, so you should already have that rear axle. Most people looking to upgarde their 44a swap an 8.8 out of an explorer, but it is not bolt up, new brackets have to be added. Search around on here and you will find a lot of good information about all of these swaps.
As for bolt on, the only true bolt on for the ZJ D35 is the 44a (also referred to the HD44), but in 1997 I believe all of the 5.2s came with the 44a stock, so you should already have that rear axle. Most people looking to upgarde their 44a swap an 8.8 out of an explorer, but it is not bolt up, new brackets have to be added. Search around on here and you will find a lot of good information about all of these swaps.
The Rubicon TJ front 44 is a direct bolt in and the proper width. The Rear however is not the brackets are slightly different. The Rubicon 44's are very expensive to purchase once you find someone selling them. I would recommend the 8.8 for cost and the fact that you already have to do the rear brackets on the Dana 44 makes the 8.8 a better swap IMO.
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As far as I know I'm the only guy on this forum running JK axles. Check out mallcrawlin'... There's a guy that goes by Zombie who did a nice job with his 5.9
The following is part of one of my posts on another thread...
The XJ D44 is a light duty housing and is not much stronger than the D35. The ring and pinion are stronger, but that's all its got going for it. The shafts are slightly larger, but the same size shafts are available for the D35 in the 30 spline upgrade kits that are out on the market. Its also narrower than most of us need. Everyone keeps saying they're the perfect width but, in reality, the fact that the JK axles are around 5 inches wider, means they fit perfectly under a ZJ. With stock width ZJ axles, you will need spacers or aftermarket wheels. I have JK axles with stock JK wheels. Less wear and tear on the bearings. The total width is about the same as stock ZJ axles with aftermarket wheels or about the same as spacers and stock ZJ wheels. The rear axle housing is much more rugged than a XJ D44, with bigger, thicker tubes. Its got bigger (disc) brakes. 32 spline axles. Ring gear is 10mm larger than ALL other 44's and pinion gear is D60 sized. 4.10 gear ratio. Factory electric locker with simple 2 wire 12v hookup. ABS will hook right up too. Brackets need to be installed but, same story with the XJ D44.
And for anyone who may be interested, as far as the front axle is concerned, the tubes are still small like the TJ Rubicon axles. That's easily fixed by a truss and/or sleeves. Everything else is beefed. The axle also has the larger gear set like the rear axle but in a high pinion version. In my opinion the gears are as strong if not stronger than a D60 gearset. 4.10 ratio. Electic locker. 30 spline inner axles and 32 spline outers. Hybrid 1350/790 u-joints. Larger unit bearings, and they're a captive bearing design. Larger knuckles. Cross-over steering setup. Factory scrub radius makes it effortless to turn 37" tires. ABS hookup. Larger brakes. Factory control arm locations work perfectly with the ZJ. Track bar bracket will also work. Shock mounts are 1/2 inch out board but will still work. You also eliminate the need for bar-pin shocks. The factory spring mounts work with ZJ springs but are 1.5 inches out board of the stock ZJ locations. You can relocate them or you can leave them alone and relocate the ZJ's upper spring mounts out, each by 1.5 inches. I moved my upper mounts on the body. I figure the extra stability can't hurt. So that leaves having to rework the sway bar mounts. No big deal.
The following is part of one of my posts on another thread...
The XJ D44 is a light duty housing and is not much stronger than the D35. The ring and pinion are stronger, but that's all its got going for it. The shafts are slightly larger, but the same size shafts are available for the D35 in the 30 spline upgrade kits that are out on the market. Its also narrower than most of us need. Everyone keeps saying they're the perfect width but, in reality, the fact that the JK axles are around 5 inches wider, means they fit perfectly under a ZJ. With stock width ZJ axles, you will need spacers or aftermarket wheels. I have JK axles with stock JK wheels. Less wear and tear on the bearings. The total width is about the same as stock ZJ axles with aftermarket wheels or about the same as spacers and stock ZJ wheels. The rear axle housing is much more rugged than a XJ D44, with bigger, thicker tubes. Its got bigger (disc) brakes. 32 spline axles. Ring gear is 10mm larger than ALL other 44's and pinion gear is D60 sized. 4.10 gear ratio. Factory electric locker with simple 2 wire 12v hookup. ABS will hook right up too. Brackets need to be installed but, same story with the XJ D44.
And for anyone who may be interested, as far as the front axle is concerned, the tubes are still small like the TJ Rubicon axles. That's easily fixed by a truss and/or sleeves. Everything else is beefed. The axle also has the larger gear set like the rear axle but in a high pinion version. In my opinion the gears are as strong if not stronger than a D60 gearset. 4.10 ratio. Electic locker. 30 spline inner axles and 32 spline outers. Hybrid 1350/790 u-joints. Larger unit bearings, and they're a captive bearing design. Larger knuckles. Cross-over steering setup. Factory scrub radius makes it effortless to turn 37" tires. ABS hookup. Larger brakes. Factory control arm locations work perfectly with the ZJ. Track bar bracket will also work. Shock mounts are 1/2 inch out board but will still work. You also eliminate the need for bar-pin shocks. The factory spring mounts work with ZJ springs but are 1.5 inches out board of the stock ZJ locations. You can relocate them or you can leave them alone and relocate the ZJ's upper spring mounts out, each by 1.5 inches. I moved my upper mounts on the body. I figure the extra stability can't hurt. So that leaves having to rework the sway bar mounts. No big deal.
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Price-wise I have read in 4wheelandoffroad that these axles are a bargin and can be purchased new from Mopar. I suspect they are building more than they are selling.
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Are there two different version of the modern Mopar 44's that come in TJ's and JK's?
I know the TJ rubi axles use 30 outers and really only upgrade the diff...but I've heard JK axles are 31 or 33 spline and use 44 (or maybe even bigger?) knuckles and outers.
If that's the case, the TJ axles aren't worth the money (no matter how "bargain" they are), but the JK axles would be a decent alternative assuming you were staying on 35's or smaller.
I'm sure someone knows more about the difference than I do.
I know the TJ rubi axles use 30 outers and really only upgrade the diff...but I've heard JK axles are 31 or 33 spline and use 44 (or maybe even bigger?) knuckles and outers.
If that's the case, the TJ axles aren't worth the money (no matter how "bargain" they are), but the JK axles would be a decent alternative assuming you were staying on 35's or smaller.
I'm sure someone knows more about the difference than I do.
"Many people are complaining that the Rubicon did not come with a real Dana 44. Put your mind at ease, it is a real Dana 44.
The Dana 44 refers to the housing, differential case and axle. What many people are complaining about is they feel that the outer axles, steering u-joints and bearings are not Dana 44. Well they are, since 1996 Jeep upgraded the Dana 30 outers to the equivilent to Dana 44's. So at this point both the D30 and D44 front axles used by Jeep are the same design AS FAR AS THE OUTER PORTIONS GO .
You do have a stronger differential with the D44.
No the Dana 44 is not the same as what Ford may use or the same as what Jeep may have used on the old Wagoneers, but it is still a Dana 44."
this is reffering to the tj 44s , the front shafts are 30 slpine inners and 27 spine outers which can be up graded to 30 spline . the rears are 30 and can be up graded to 33 and 35 spline . the only real diffrence from other hd44s are the tubes are a bite smaller .
The Dana 44 refers to the housing, differential case and axle. What many people are complaining about is they feel that the outer axles, steering u-joints and bearings are not Dana 44. Well they are, since 1996 Jeep upgraded the Dana 30 outers to the equivilent to Dana 44's. So at this point both the D30 and D44 front axles used by Jeep are the same design AS FAR AS THE OUTER PORTIONS GO .
You do have a stronger differential with the D44.
No the Dana 44 is not the same as what Ford may use or the same as what Jeep may have used on the old Wagoneers, but it is still a Dana 44."
this is reffering to the tj 44s , the front shafts are 30 slpine inners and 27 spine outers which can be up graded to 30 spline . the rears are 30 and can be up graded to 33 and 35 spline . the only real diffrence from other hd44s are the tubes are a bite smaller .
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The new JK Rubicon D44's are not really D44's in the sense that gear sets and carriers/lockers are not interchangeable. The rear ring gear is 8.8" compared to 8.5" (IIRC) on the standard D44. The axle shaft diameter is significantly larger and there are more splines. These new D44's are really more like D50's. The only real downside I see is that aftermarket support is a bit limited but this will probably change sooner rather than later.
If you want to get your hands on these axles relatively cheap from Mopar then you better hurry. I have a feeling that once the new corporate mentality starts to take hold these could go the way of the dinosaur.
If you want to get your hands on these axles relatively cheap from Mopar then you better hurry. I have a feeling that once the new corporate mentality starts to take hold these could go the way of the dinosaur.
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