Is it true than our stock front diff is a dana 60 unit? I kind of doubt it but someone told me that. If not who makes it and how big is the ring gear in there? Is it a 3/4 ton unit or a one ton? I tried search, all i got was stuff about adding front lockers. Also what gear ratios are availaible or are all h2's the same ratio?

Is it true than our stock front diff is a dana 60 unit? I kind of doubt it but someone told me that. If not who makes it and how big is the ring gear in there? Is it a 3/4 ton unit or a one ton? I tried search, all i got was stuff about adding front lockers. Also what gear ratios are availaible or are all h2's the same ratio?

Yeah he said it was "the dana 60 IFS differential". I called him out as BS ing but, I didnt know what we really do have.

When I ordered my front locking dif from Eaton I ordered one ton suburban front dif.

GM parts bin 2500 or 3500 chevy truck front IFS that has a 8.25" ring gear. And yes, all the H2's to '06 are 4.10's.

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by instructor:
GM parts bin 2500 or 3500 chevy truck front IFS that has a 8.25" ring gear. And yes, all the H2's to '06 are 4.10's. </div></BLOCKQUOTE>Sorry, but the H2 employs a 9.25" 12 bolt ring mated to a 1.876" diameter 30 spline pinion

The rear is a 9.5" 12 bolt ring utilizing the same pinion, I think.

To my knowledge, no other GM vehicles uses the 9.25" with an IFS.

Seems like a Dana 60 is like a 9.75" 12 bolt ring and, of course, only in solid axle form.

Now that you say that, seems like I remember people trying to find/wanting 4wd duallys that had the 9.25" instead of the 8.5" but I'm not sure which was prevalent.

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by PARAGON:
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by instructor:
GM parts bin 2500 or 3500 chevy truck front IFS that has a 8.25" ring gear. And yes, all the H2's to '06 are 4.10's. </div></BLOCKQUOTE>Sorry, but the H2 employs a 9.25" 12 bolt ring mated to a 1.876" diameter 30 spline pinion

The rear is a 9.5" 12 bolt ring utilizing the same pinion, I think.

To my knowledge, no other GM vehicles uses the 9.25" with an IFS. </div></BLOCKQUOTE>

Oops, that 8.25 is for the 6 lug GM stuff. The 9.25" IFS has been the same since GM changed from a solid axle up front in the 2500-3500 trucks.

8.25" was used all the way up to 3500 one ton duallys up to a few years ago that I know of, they may still stick them in some versions.

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content"> Rear is definitely 1.876" 30 spline, my size chart shows the front as 1.438" 30 spline, but that maybe wrong as that is the same size as the 8.875" RG pinion.
</div></BLOCKQUOTE>

My info. shows same for front and rear Phil. 00457108 P/G inner; 09417781 P/G outer; 11505123 Brg, Diff 2ea. However it does list different yoke kits: 12479139 rear; 12479137 front.

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by PhilD:


As a side note some Rockwell 2 1/2 top loaders would be much better </div></BLOCKQUOTE>

Yeah, Iv'e been daydreaming about some high pinion dana 60s.

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by PhilD:
As a side note some Rockwell 2 1/2 top loaders would be much better </div></BLOCKQUOTE>with planetary gear hubs at each end

Who makes the front 9.25" diff? AAM like the rear or somebody else? And is the rear the same as those in 2500/3500 except for the eaton e locker?

So my 95 tahoe 2 door probably had the smaller GM ifs (8.875). I know it had a ten bolt rear. Its just nice to see the beef under the Hummer. It makes me feel like I'm getting good value. At least we get some metal for 60K. Is the T-case made my NP (New Process I think) like all of the ones in the old blazers and tahoes NP-203, NP-205, NP-241, etc??

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by PhilD:
I believe it is GM, I think AAM make a 9.25" that goes in the the Dodge 2500/3500. The GM bversion has been used in the K2500/3500 since '88.

The 9.5" 14 bolt rear's been used in all sorts of things since '81, C10 - C35 , K10 - K35, 3/4-1 ton, etc. It is the mainstay 3/4-1 ton rear end. Not sure what (if anything) still uses the 10.5", which has been around since '73. </div></BLOCKQUOTE>

GM uses a 11.5 AAM in the 2500-3500 Duramax trucks, so does Dodge with the Cummins. If you get a Dodge gasser you get a AAM 10.5". If you get a GM gasser you get a 9.5".

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by PhilD:
I believe it is GM, I think AAM make a 9.25" that goes in the the Dodge 2500/3500. The GM bversion has been used in the K2500/3500 since '88.

The 9.5" 14 bolt rear's been used in all sorts of things since '81, C10 - C35 , K10 - K35, 3/4-1 ton, etc. It is the mainstay 3/4-1 ton rear end. Not sure what (if anything) still uses the 10.5", which has been around since '73. </div></BLOCKQUOTE>

Unless I'm drunk and delusional, my rear diff has AAM stamped on the casing and lokks beefy as hell. Are you sure they dont make our rears?

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Alan06SUT:
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by PhilD:
I believe it is GM, I think AAM make a 9.25" that goes in the the Dodge 2500/3500. The GM bversion has been used in the K2500/3500 since '88.

The 9.5" 14 bolt rear's been used in all sorts of things since '81, C10 - C35 , K10 - K35, 3/4-1 ton, etc. It is the mainstay 3/4-1 ton rear end. Not sure what (if anything) still uses the 10.5", which has been around since '73. </div></BLOCKQUOTE>

Unless I'm drunk and delusional, my rear diff has AAM stamped on the casing and lokks beefy as hell. Are you sure they dont make our rears? </div></BLOCKQUOTE>

The rear is an AAM 9.5" ring gear Metric 14 bolt, at least thats what AAM calls it.

http://aam.mediaroom.com/index.php?s...eases&item=399


This is about the H3 http://aam.mediaroom.com/index.php?s...eases&item=499



This is from the first link.....

American Axle & Manufacturing is Providing Driveline Systems For the New 2003 HUMMER H2

American Axle & Manufacturing (AAM), which is traded as AXL on the NYSE, announced today that it has launched production of new driveline systems for the HUMMER H2. The H2 will incorporate the latest systems technology developed at AAM's Technical Center in Rochester Hills, Mich.

AAM is producing front and rear axle assemblies and driveshafts for the exciting new H2 sport utility vehicle. The entire driveline system will incorporate unique AAM technologies that provide enhanced traction, stability, handling, durability and vehicle NVH characteristics. PowerLite(R) independent front drive axles and five-link rear suspension drive axles, utilizing PowerDense(TM) gear technology, have been designed using AAM's standard four-point vehicle noise reduction plan to ensure the vehicle meets demanding customer requirements.

"We are excited to have been chosen to support such an important new platform for General Motors," said AAM Co-Founder, Chairman & CEO Richard E. Dauch. "The HUMMER name is synonymous with off-road performance, and the H2 will incorporate AAM's latest technology for providing maximum off-road traction and handling without sacrificing on-road performance."

The state-of-the-art Computer Aided Design (CAD) and Computer Aided Engineering (CAE) resources, at AAM's Technical Center, coupled with the Prototype Development Center's capabilities at AAM's Detroit Forge plant, enabled AAM to develop new products for this program utilizing proven process and product design concepts.

"We design all of our systems and modules for ease of manufacturability and assembly," explains Daniel V. Sagady, P.E., vice president Engineering & Product Development. "Our Technical and Prototype Development Centers allow us to design from 'art-to-part,' utilizing lessons learned from previous experiences."

AAM is a world leader in the manufacture, engineering, design and validation of driveline systems and related components and modules, chassis systems and forged products for trucks, buses, sport utility vehicles and passenger cars. In addition to its 14 locations in the United States (in Michigan, New York and Ohio), AAM also has offices and facilities in Brazil, England, Germany, Japan, Mexico and Scotland.

Certain statements contained in this press release which are not historical facts contain forward-looking information with respect to the Company's plans, projections or future performance, the occurrence of which involves risk and uncertainties that could cause the company's actual results or plans to differ materially from those expected by the company which include risk factors described in the Company's filings with the Securities and Exchange Commission.