Rearend identification
(→15 series rearend) |
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===Columbia 2-speed rear end=== | ===Columbia 2-speed rear end=== | ||
| − | More of an overdrive unit than an actual rear end. Included in the Ford section since it was offered as an option on ' | + | More of an overdrive unit than an actual rear end. Included in the Ford section since it was offered as an option on '30s to '40s Fords. |
==General Motors== | ==General Motors== | ||
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</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
| − | <td> Caprice: 1970 - 1996 (includes 94-96 Impala SS and 9C1 police package) | + | <td> Caprice: 1970 - 1996 (includes '94-'96 Impala SS and 9C1 police package) |
</td><td> Catalina: 1970 - 1981 | </td><td> Catalina: 1970 - 1981 | ||
</td> | </td> | ||
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</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
| − | <td> Impala/Caprice: 1971 - 1996 (77-96 B, C, and D platform for station wagons, diesels, 9C6 (taxicab) and 9C1 police package | + | <td> Impala/Caprice: 1971 - 1996 ('77-'96 B, C, and D platform for station wagons, diesels, 9C6 (taxicab) and 9C1 police package |
</td><td> K10/ K1500 1/2 Ton (4WD): 1979 - present | </td><td> K10/ K1500 1/2 Ton (4WD): 1979 - present | ||
</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
<td> K15/ K1500 1/2 Ton (4WD): 1979 - present | <td> K15/ K1500 1/2 Ton (4WD): 1979 - present | ||
| − | </td><td> K5 Blazer (4WD): 1979 - 1991 (1979-82 are overlap years - also applicable to C/K 10 series incl. Suburban | + | </td><td> K5 Blazer (4WD): 1979 - 1991 (1979-'82 are overlap years - also applicable to C/K 10 series incl. Suburban |
</td> | </td> | ||
</tr><tr> | </tr><tr> | ||
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==U-joints== | ==U-joints== | ||
| − | *1310 series, (aka "small Chevy") has 1.063" diameter caps, 3.219" measured across to lock ring points (1-1/16" x 3-7/32"), uses outside clips. Was OEM for many 1967-74 GM cars. Also used with Ford F100s (including early F150s prior to 1980), Broncos, Econolines with 9 inch differentials and AMC/Jeep products (pinion to driveshaft location - driveshaft to transmission yoke used a hybrid | + | *1310 series, (aka "small Chevy") has 1.063" diameter caps, 3.219" measured across to lock ring points (1-1/16" x 3-7/32"), uses outside clips. Was OEM for many 1967-74 GM cars. Also used with Ford F100s (including early F150s prior to 1980), Broncos, Econolines with 9 inch differentials and AMC/Jeep products (pinion to driveshaft location - driveshaft to transmission yoke used a hybrid U-joint with outside and inside clips)<br> |
| − | {{Note1}}There's also a 1310 "special" U-joint, which has two 1-1/16" and two 1-1/8" caps. Used OE on some Fords and | + | {{Note1}}There's also a 1310 "special" U-joint, which has two 1-1/16" and two 1-1/8" caps. Used OE on some Fords and available from the aftermarket as an adapter U-joint. |
*1330 series pinion yokes use locating tabs to center the U-joint, has 1.063" diameter caps, 3.625" measured across to lock ring points (1-1/16" x 3-5/8"), uses outside clips. Used on heavy-duty/high performance/big engine applications. | *1330 series pinion yokes use locating tabs to center the U-joint, has 1.063" diameter caps, 3.625" measured across to lock ring points (1-1/16" x 3-5/8"), uses outside clips. Used on heavy-duty/high performance/big engine applications. | ||
*GM 3R series is the "inside C-clip", or "inside lock" style. Used ~1975-up. It does not use locating tabs. It has 1.125" diameter caps, 2.5625" measured across caps (1-1/8" x 2-9/16"), aftermarket/replacement U-joints uses inside clips, originals use plastic injection. | *GM 3R series is the "inside C-clip", or "inside lock" style. Used ~1975-up. It does not use locating tabs. It has 1.125" diameter caps, 2.5625" measured across caps (1-1/8" x 2-9/16"), aftermarket/replacement U-joints uses inside clips, originals use plastic injection. | ||
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===15 series rearend=== | ===15 series rearend=== | ||
| − | The AMC 15 series rearend has a 7-9/16" ring gear. It was used in 1965 and earlier models with 196 ci or 199 ci inline 6 engines. The small cars (cars other than those listed below as "big car") used the AMC 15 rearend with inline 6 engines, AMC 20 rearend was used with V8 engines. The AMC 20 rearend could be ordered in fleet cars with inline 6 engines. AMC sold the tooling equipment for its differentials to the Dana Corporation in 1985 | + | The AMC 15 series rearend has a 7-9/16" ring gear. It was used in 1965 and earlier models with 196 ci or 199 ci inline 6 engines. The small cars (cars other than those listed below as "big car") used the AMC 15 rearend with inline 6 engines, AMC 20 rearend was used with V8 engines. The AMC 20 rearend could be ordered in fleet cars with inline 6 engines. AMC sold the tooling equipment for its differentials to the Dana Corporation in 1985. The AMC 15 was modified by Dana and rebranded as the Dana 35/35C. Ring/pinion sets including the axleshafts do not interchange with the AMC 15. |
===20 series rearend=== | ===20 series rearend=== | ||
The big cars (Ambassador, Classic, Rebel, Matador and Marlin) used the AMC 20 rearend with 232 ci inline 6 and bigger engines. | The big cars (Ambassador, Classic, Rebel, Matador and Marlin) used the AMC 20 rearend with 232 ci inline 6 and bigger engines. | ||
| − | The series 20 was used in Jeeps as well as AMC passenger cars. A Jeep 20 series rearend would have a 5 on 5" bolt pattern. Passenger cars used the 5 on 4-1/2" wheel bolt pattern. | + | The series 20 was used in Jeeps as well as AMC passenger cars. A Jeep 20 series rearend would have a 5 on 5" wheel bolt pattern. Passenger cars used the 5 on 4-1/2" wheel bolt pattern. |
[[File:Amc 20 series rearend.jpg|thumb|450px|left|20 series under a 1966 Rouge]] <br style="clear:both"/> | [[File:Amc 20 series rearend.jpg|thumb|450px|left|20 series under a 1966 Rouge]] <br style="clear:both"/> | ||
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