IRS FAB 9 for the CTS-V
08-30-2010, 03:59 PM
#81
So, rough prices if updating stock to best parts available using GM diff:
- Gen 4 stock diff: $1600
- GForce 300M axles: $1900
- Stock DriveShaft: $800
- Poly diff bushing: $100
- Poly drive shaft joint: $200
Total $4600
So the 9in price is not looking so bad.
And yes the Viper rear may be cheaper, but how much is someone going to charge for a custom driveshaft and axle package along with designing the mounting?
And in no way is a Dana44 anywhere near as strong as a 9in. The 9in is one of the few pinion gears in production that has both front(typical) and rear bearing support. The rear bearing helps to fight any gear deflection, which will result in failure.
The deflection is what causes the case breakage on the stock rears. The pinion deflects and the load transfers to the case causing the case to distort. In minimal cases it has stretched to the point of a whine, in major cases it stretches to the point that the aluminum gives way to catastrophic failure (case breaks).
When a 9in fails it tends to take out the center section, so replacement requires just a new center section and maybe axles (stubs in this case). Not a whole new rear end housing.
- Gen 4 stock diff: $1600
- GForce 300M axles: $1900
- Stock DriveShaft: $800
- Poly diff bushing: $100
- Poly drive shaft joint: $200
Total $4600
So the 9in price is not looking so bad.
And yes the Viper rear may be cheaper, but how much is someone going to charge for a custom driveshaft and axle package along with designing the mounting?
And in no way is a Dana44 anywhere near as strong as a 9in. The 9in is one of the few pinion gears in production that has both front(typical) and rear bearing support. The rear bearing helps to fight any gear deflection, which will result in failure.
The deflection is what causes the case breakage on the stock rears. The pinion deflects and the load transfers to the case causing the case to distort. In minimal cases it has stretched to the point of a whine, in major cases it stretches to the point that the aluminum gives way to catastrophic failure (case breaks).
When a 9in fails it tends to take out the center section, so replacement requires just a new center section and maybe axles (stubs in this case). Not a whole new rear end housing.
08-30-2010, 04:00 PM
#82
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I start the first installation in about 2 weeks
Thanks
Chris
08-30-2010, 05:24 PM
#83
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So, rough prices if updating stock to best parts available using GM diff:
- Gen 4 stock diff: $1600
- GForce 300M axles: $1900
- Stock DriveShaft: $800
- Poly diff bushing: $100
- Poly drive shaft joint: $200
Total $4600
So the 9in price is not looking so bad.
And yes the Viper rear may be cheaper, but how much is someone going to charge for a custom driveshaft and axle package along with designing the mounting?
And in no way is a Dana44 anywhere near as strong as a 9in. The 9in is one of the few pinion gears in production that has both front(typical) and rear bearing support. The rear bearing helps to fight any gear deflection, which will result in failure.
The deflection is what causes the case breakage on the stock rears. The pinion deflects and the load transfers to the case causing the case to distort. In minimal cases it has stretched to the point of a whine, in major cases it stretches to the point that the aluminum gives way to catastrophic failure (case breaks).
When a 9in fails it tends to take out the center section, so replacement requires just a new center section and maybe axles (stubs in this case). Not a whole new rear end housing.
- Gen 4 stock diff: $1600
- GForce 300M axles: $1900
- Stock DriveShaft: $800
- Poly diff bushing: $100
- Poly drive shaft joint: $200
Total $4600
So the 9in price is not looking so bad.
And yes the Viper rear may be cheaper, but how much is someone going to charge for a custom driveshaft and axle package along with designing the mounting?
And in no way is a Dana44 anywhere near as strong as a 9in. The 9in is one of the few pinion gears in production that has both front(typical) and rear bearing support. The rear bearing helps to fight any gear deflection, which will result in failure.
The deflection is what causes the case breakage on the stock rears. The pinion deflects and the load transfers to the case causing the case to distort. In minimal cases it has stretched to the point of a whine, in major cases it stretches to the point that the aluminum gives way to catastrophic failure (case breaks).
When a 9in fails it tends to take out the center section, so replacement requires just a new center section and maybe axles (stubs in this case). Not a whole new rear end housing.
08-31-2010, 04:23 PM
#84
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I might have mentioned this but we are going to change the front mount over to a twin bushing mount so that you have a bushing on each side of the diff.
We'll provide a bracket that welds on for the extra bushing.
This wont cost much more to make, just a few more lines of code for the cnc mill
Thanks
Chris
We'll provide a bracket that welds on for the extra bushing.
This wont cost much more to make, just a few more lines of code for the cnc mill
Thanks
Chris
08-31-2010, 09:16 PM
#86
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Guys, just wanted to make one thing clear. This a fabricated 9" rear. There is not a single "Ford" part in this rear. All the parts are either made by us or Strange Engineering
09-02-2010, 12:35 PM
#88
Here is the IRS FAB 9 housing before we add the CTS-V mounts.
It's all CNC machined parts, designed on 3-D CAD and it fit together perfect
Here is the IRS FAB 9 housing sitting in the CTS-V cradle but it needs to go back and down a bit, that is why we have to cut the white lined area out.
I'll post up some more pics once I get the back area cut out and the mounts welded on.
Thanks
Chris
It's all CNC machined parts, designed on 3-D CAD and it fit together perfect
Here is the IRS FAB 9 housing sitting in the CTS-V cradle but it needs to go back and down a bit, that is why we have to cut the white lined area out.
I'll post up some more pics once I get the back area cut out and the mounts welded on.
Thanks
Chris
Out of curiosity have you measured the Currie fabbed center section to see if it offers more rear cradle clearance, to help minimize the cutting?
http://www.currieenterprises.com/ces...t.aspx?id=3496
09-02-2010, 12:59 PM
#89
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Chris,
Out of curiosity have you measured the Currie fabbed center section to see if it offers more rear cradle clearance, to help minimize the cutting?
http://www.currieenterprises.com/ces...t.aspx?id=3496
Out of curiosity have you measured the Currie fabbed center section to see if it offers more rear cradle clearance, to help minimize the cutting?
http://www.currieenterprises.com/ces...t.aspx?id=3496
The Currie housing would still require some cutting as well.
Thanks
Chris
09-02-2010, 05:12 PM
#93
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Installation would be about $1500.
That would include dropping the entire rear cradle assembly, removing the complete OEM diff, axles, driveshaft and center support.
Then we would clearance the cradle and weld in a plate to strengthen it back up.
We would also weld on the new front bushing mount and then install everything back in the car and road test it to make sure everything is in working order.
Thanks
Chris
That would include dropping the entire rear cradle assembly, removing the complete OEM diff, axles, driveshaft and center support.
Then we would clearance the cradle and weld in a plate to strengthen it back up.
We would also weld on the new front bushing mount and then install everything back in the car and road test it to make sure everything is in working order.
Thanks
Chris
09-03-2010, 09:20 PM
#99
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I had a nice long talk with one of the guys from LSxtv.com about doing an install article on the first install.
I think it might happen.. that would be cool.
I think it might happen.. that would be cool.
