question for vette Dayna 44 IRS
#1
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
question for vette Dayna 44 IRS
Im wanting to do a c4 corvette IRS swap and know how to do it but my question is will the differential hold up to my TT LS2's torque? Also is the c4's dayna 44 the same internals as a regular straight axle dayna 44? and if so couldn't i just use a beefed up dayna 44 differential, and where could i find one? Im all sorts of lost and just want answers. If i cant find anything ill just stick with my, less of a cool factor, ford 9''
#2
Joined: Jun 2005
Posts: 7,961
Likes: 210
From: NC
Car: 91 Trans Am
Engine: LSA
Transmission: T56 AWD
Axle/Gears: 8.8 4.10
Re: question for vette Dayna 44 IRS
See if any C4 torque monsters are breaking them with higher power
The T-bird alum housing 8.8 IRS isnt a weakling either, something to consider
The T-bird alum housing 8.8 IRS isnt a weakling either, something to consider
#3
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Joined: Mar 2006
Posts: 445
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
Re: question for vette Dayna 44 IRS
Yea I was thinking about that. I wonder if the t bird diff will fit in the batwing of the C4 suspension. Too bad they can't just make a ford 9'' rear diff that fits in a c4 vette suspension. Aaahhh someone should make a conversion!
#4
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From: Enschede, Netherlands
Car: 82 TA 87 IZ L98 88 IZ LB9 88 IZ L98
Engine: 5.7TBI 5,7TPI 5.0TPI, 5,7TPI
Transmission: T5, 700R4, T5, 700R4
Axle/Gears: 3.08, 3.27, 3.45, 3.27
Re: question for vette Dayna 44 IRS
The C4 Dana 44 is called a Dana 44 HD, the C3 (80-82) unit is called the Dana 44 ICA, they are NOT the same. the C4 unit uses a dana 60 sized pinion, the same as the viper D44 HD diff. Anthing can break but it's a stout diff. The C4 unit uses a C beam mount, not a pinion mount so you'll have to fab something for it. Nothing exchanges w/ a D44 solid axle.
#5
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Joined: Mar 2006
Posts: 445
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
Re: question for vette Dayna 44 IRS
So the viper has the same diff and basically the same internals? Can the viper diff fit in the c4?
#6
Re: question for vette Dayna 44 IRS
There is a guy in philly that used vette knuckles, and control arms with a viper diff:
http://www.r3vlimited.com/board/showthread.php?t=119358
http://www.youtube.com/watch?v=XvxLdSQxwP0
Viper Diff
#7
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Joined: Mar 2006
Posts: 445
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
Re: question for vette Dayna 44 IRS
Well 2 to one I plan on buying the whole rear suspension so ill have the c4's diff cover. I wonder if I could just use the vetts diff cover on the vipers diff case. The bolt holes should be the same right?
Trending Topics
#8
Re: question for vette Dayna 44 IRS
My understanding of the viper diff's is try and stay away from the Gen I units ('92-'95), get one out a ('96-02') as they are more reliable.
#9
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Joined: Mar 2006
Posts: 445
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
Re: question for vette Dayna 44 IRS
I really hope this works. I don't want to cut up my car and not be able to go back to stock design if this torque issue does not work out. Besides that thought I am vary excited. Now I just need to pay off my tool bill at work and buy the rear end.
#10
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Joined: Mar 2006
Posts: 445
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
Re: question for vette Dayna 44 IRS
Also does.anyone have an exact measurement between the 4 link bars? I think its like 44'' or something close.
#12
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Joined: Mar 2006
Posts: 445
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
Re: question for vette Dayna 44 IRS
Its a vary vary vary exspensive show car that I have built and restored, torn down and rebuilt and now torn down again and rebuilding for the 3rd time. I just have too many engineering ideas and visual modifications stuck in my head lol. I drive it probably about 15 times a year and take it to the track, both drag and road corse, for fun. I belive in building things that are fully functional and will perform very well.
#13
Re: question for vette Dayna 44 IRS
Ok, I just wanted to make sure. Just an FYI, the side yokes are retained by C-clips on that rear end, in addition the half shafts are the upper control link. Some sanctioning bodies may not permit that in drag racing at certain trap times. As a failure of the half shaft will generally cause the wheel to tilt top in. However, if you were going like hell down the track the wheel may leave the car altogether. If you're using sticky tires with this set up you could chew up stub shafts, and u-joints very quick.
As far as road racing, such a mod might put you in to a class with custom built six figure super cars or some other class where you just won't be competitive. Check to make sure what your classing will be, before you go to all this trouble.
If you have the skills to put one in, you have the skill to put it back the way it was. But, that's hell of a lot of work, and you can save yourself some trouble by knowing before hand that your going to be screwed at the track.
As far as road racing, such a mod might put you in to a class with custom built six figure super cars or some other class where you just won't be competitive. Check to make sure what your classing will be, before you go to all this trouble.
If you have the skills to put one in, you have the skill to put it back the way it was. But, that's hell of a lot of work, and you can save yourself some trouble by knowing before hand that your going to be screwed at the track.
#14
Thread Starter
Member
Joined: Mar 2006
Posts: 445
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
Re: question for vette Dayna 44 IRS
Ok, I just wanted to make sure. Just an FYI, the side yokes are retained by C-clips on that rear end, in addition the half shafts are the upper control link. Some sanctioning bodies may not permit that in drag racing at certain trap times. As a failure of the half shaft will generally cause the wheel to tilt top in. However, if you were going like hell down the track the wheel may leave the car altogether. If you're using sticky tires with this set up you could chew up stub shafts, and u-joints very quick.
As far as road racing, such a mod might put you in to a class with custom built six figure super cars or some other class where you just won't be competitive. Check to make sure what your classing will be, before you go to all this trouble.
If you have the skills to put one in, you have the skill to put it back the way it was. But, that's hell of a lot of work, and you can save yourself some trouble by knowing before hand that your going to be screwed at the track.
As far as road racing, such a mod might put you in to a class with custom built six figure super cars or some other class where you just won't be competitive. Check to make sure what your classing will be, before you go to all this trouble.
If you have the skills to put one in, you have the skill to put it back the way it was. But, that's hell of a lot of work, and you can save yourself some trouble by knowing before hand that your going to be screwed at the track.
#15
Thread Starter
Member
Joined: Mar 2006
Posts: 445
Likes: 1
From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
#16
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Member
Joined: Mar 2006
Posts: 445
Likes: 1
From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
#17
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Member
Joined: Mar 2006
Posts: 445
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
#18
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From: North Central Indiana
Car: 86 IROC
Engine: 383
Transmission: TKO 600
Axle/Gears: 3.54 Dana 44 IRS
Re: question for vette Dayna 44 IRS
The C4 Dana 44 is called a Dana 44 HD, the C3 (80-82) unit is called the Dana 44 ICA, they are NOT the same. the C4 unit uses a dana 60 sized pinion, the same as the viper D44 HD diff. Anthing can break but it's a stout diff. The C4 unit uses a C beam mount, not a pinion mount so you'll have to fab something for it. Nothing exchanges w/ a D44 solid axle.
ChevyRS-305. I see you are in Indy, I live in South Bend. You should come up some time and see my IRS...
https://www.thirdgen.org/forums/susp...uspension.html
#19
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Joined: Mar 2006
Posts: 445
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
Re: question for vette Dayna 44 IRS
Actualy I moved back home from college and now live in southern illinois. Haven't had a chance to change my profile
#20
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From: Enschede, Netherlands
Car: 82 TA 87 IZ L98 88 IZ LB9 88 IZ L98
Engine: 5.7TBI 5,7TPI 5.0TPI, 5,7TPI
Transmission: T5, 700R4, T5, 700R4
Axle/Gears: 3.08, 3.27, 3.45, 3.27
Re: question for vette Dayna 44 IRS
you're 99% correct. The actual diff carrier itself can be swapped. When I got my D44 it actually had a regular non HD ring and pinion in it. The previous guy TIG welded a collar on the pinion so the larger head bearing would fit, that was the only mod required, the end bearing on the pinion is the same for HD or standard.
ChevyRS-305. I see you are in Indy, I live in South Bend. You should come up some time and see my IRS...
https://www.thirdgen.org/forums/susp...uspension.html
ChevyRS-305. I see you are in Indy, I live in South Bend. You should come up some time and see my IRS...
https://www.thirdgen.org/forums/susp...uspension.html
The super Dana/Dana44HD uses a Dana 60 sized pinion, where the C4 D36 & the C3 D44 both use the smaller sized pinion. These 2 use the same sized pinion but different sized ring gears. The carriers are even interchangeable (I have a C3 D44 w/ a C4 D44 carrier with the 8,5" ring gear)
C3 D44
________________
Pinion Shaft Diameter: 1.375"
Pinion Spline Count: 26
Ring Gear Diameter: 8.5
Ring Gear Bolts: (10) 3/8 x 24 RH
Cover Bolts: 10
C4 D36:
________________
Pinion Shaft Diameter: 1.375"
Pinion Spline Count: 26
Ring Gear Diameter: 7-9/16"
Ring Gear Bolts: (10) 3/8 x 24 RH
Cover Bolts: 8
C4 D44 HD/V/Super
________________
Pinion Shaft Diameter: 1.625"
Pinion Spline Count: 29
Ring Gear Diameter: 8.5
Ring Gear Bolts: (10) 3/8 x 24 RH
Cover Bolts: 10
The C4 D44s are not all alike either. Supposedly the early housings are stronger. There are 3 versions, the differences can be seen by the ribs in the C beam pad and the other stiffening ribs. The early batwings are stronger also.
The C4 D36 is easily identified by that it has a single top mounted cover bolt, the 44 has 2 bolts on the top, much like the C4 unit.
the C4 and C3 housings and batwings are not interchangeable between either C3 D44, C4 D36 and c4 D44.
The camber brackets for the C4 (2 separate pieces) will bolt up to the C3 unit, the C3 unit's single large bracket will not bolt up to the C4 unit because there's a bulge in the casting.
C3 D44
C3 D44 w/ C4 D44 case (see no c clips to retain center pin)
C4 D44
C3 vs C4 D44
3 versions of the C4 D44 case
Last edited by Twin_Turbo; 01-20-2011 at 04:58 PM.
#22
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Member
Joined: Mar 2006
Posts: 445
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
#23
Re: question for vette Dayna 44 IRS
It doesn't have to be a drag car to back half. You could start clean sheet with the rear of the car, a lot more work of course, but then you could use C5/C6 stuff instead. Before anyone says it, no you don't have to use the transaxle.
#24
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Member
Joined: Mar 2006
Posts: 445
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From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
Re: question for vette Dayna 44 IRS
Lol im not going to back half my car. And the transaxle is the best part of the C6 with the rear mounted trans.
#25
Re: question for vette Dayna 44 IRS
I was just curious as to how far your going with this. In regards to the transaxle, it is good for weight distribution, that's true, but being the best part of that suspension is debatable.
In comparison to the C4, some of the better qualities of the C5/C6 rear assembly are the SLA setup, and the CV-shafts. Toe and camber can be maintained better through the range of travel. The cv-shafts provide better ride quality as they don't change speeds as the angle changes, and introduce vibration as u-joints do.
The c4 rear isn't terrible, it's ok, it just isn't as good as the next generation. That all being said the C4 is easier to fit in to a variety of chassis's with minimal cutting.
In comparison to the C4, some of the better qualities of the C5/C6 rear assembly are the SLA setup, and the CV-shafts. Toe and camber can be maintained better through the range of travel. The cv-shafts provide better ride quality as they don't change speeds as the angle changes, and introduce vibration as u-joints do.
The c4 rear isn't terrible, it's ok, it just isn't as good as the next generation. That all being said the C4 is easier to fit in to a variety of chassis's with minimal cutting.
#26
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Member
Joined: Mar 2006
Posts: 445
Likes: 1
From: Ellis Grove Il
Car: 1989 Camaro RS/ 1992 Camaro z28
Engine: 383 Stroker/ ls3 e-rod
Transmission: borge warner t-56/ tremech t-56
Axle/Gears: 10 bolt, 3.55/ dayna 44(viper) 3.07
Re: question for vette Dayna 44 IRS
Like I said its my show car. Ill drive it to car shows and sunday church every once in a while.
#27
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iTrader: (25)
Joined: Jun 2000
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From: Enschede, Netherlands
Car: 82 TA 87 IZ L98 88 IZ LB9 88 IZ L98
Engine: 5.7TBI 5,7TPI 5.0TPI, 5,7TPI
Transmission: T5, 700R4, T5, 700R4
Axle/Gears: 3.08, 3.27, 3.45, 3.27
Re: question for vette Dayna 44 IRS
I was just curious as to how far your going with this. In regards to the transaxle, it is good for weight distribution, that's true, but being the best part of that suspension is debatable.
In comparison to the C4, some of the better qualities of the C5/C6 rear assembly are the SLA setup, and the CV-shafts. Toe and camber can be maintained better through the range of travel. The cv-shafts provide better ride quality as they don't change speeds as the angle changes, and introduce vibration as u-joints do.
The c4 rear isn't terrible, it's ok, it just isn't as good as the next generation. That all being said the C4 is easier to fit in to a variety of chassis's with minimal cutting.
In comparison to the C4, some of the better qualities of the C5/C6 rear assembly are the SLA setup, and the CV-shafts. Toe and camber can be maintained better through the range of travel. The cv-shafts provide better ride quality as they don't change speeds as the angle changes, and introduce vibration as u-joints do.
The c4 rear isn't terrible, it's ok, it just isn't as good as the next generation. That all being said the C4 is easier to fit in to a variety of chassis's with minimal cutting.
#28
Re: question for vette Dayna 44 IRS
You mean use the 2003+ Viper Diff in place of the C5/6 diff & transaxle? The Street Shop does that.
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