Unit bearing

[WyoJeeper]

Has anyone thought to change the unit bearing hub to one that has a more common bolt pattern? I know it can be done on fullsize IFS Chevy trucks. Any thoughts on going to a 6x6.5 pattern hub? Or even a 8 lug unit bearing? Just a random idea.

[v7guy]

I believe everyone of the possibilities has our same 6 lug. In addition to the funky bolt lug pattern we also have a funky 3 bolt setup to bolt to the spindle. I can't think of a viable swap off the top of my head. Since we need spacers to clear the ballpoint anyways it just makes since to use adapters. Not that a heavier duty bearing wouldn't be extremely nice.

[The Roadie]

I looked into Tahoe units a bit once. I think the killer problem was the larger vehicle's CV shafts have a higher spline count. You'd have to get custom CV shafts made to go with the hubs. $$$$$

[Trail X]

What would be the reason? I see no benefit. You can get spacers to do what you need. If you want better bearings, get Timkens. They seem to hold up very well.

[WyoJeeper]

Reason behind it is get rid of unpopular bolt pattern and go to a easy to find pattern and better bearings. But also almost not worth the time to swap. A SAS would be better and stronger in the end.

[dvanbramer88]

Reason behind it is get rid of unpopular bolt pattern and go to a easy to find pattern and better bearings. But also almost not worth the time to swap.

You'd still need wheel spacers to clear the upper ball joint anyway. So kill 2 birds with one stone and get wheel adapters.

I understand the desire to upfit and get bigger bearings, but I feel like for most people on here, the OEM wheel bearings aren't that big of a deal. You can get 3 ebay specials with a warranty for almost the same cost as one Timken and have a spare on hand. It's kind of one of those things that's just the way it is. Even if a bigger bearing could be swapped in, you'd still need custom CV's in one extent or another, and for what they can cost, that money would probably be better spent toward an SAS, like you had said.


That's just my opinion on the matter.

[fishsticks]

Reason behind it is get rid of unpopular bolt pattern and go to a easy to find pattern and better bearings. But also almost not worth the time to swap.

You'd still need wheel spacers to clear the upper ball joint anyway. So kill 2 birds with one stone and get wheel adapters.

I understand the desire to upfit and get bigger bearings, but I feel like for most people on here, the OEM wheel bearings aren't that big of a deal. You can get 3 ebay specials with a warranty for almost the same cost as one Timken and have a spare on hand. It's kind of one of those things that's just the way it is. Even if a bigger bearing could be swapped in, you'd still need custom CV's in one extent or another, and for what they can cost, that money would probably be better spent toward an SAS, like you had said.


That's just my opinion on the matter.

This.


I'm watching the same thing unfold on the Toyota forums. Big $$ for stuff that still breaks in the rocks.

Unless you want to dune jump, IFS isn't worth the R&D/money for hardcore stuff.


Now, someone please go build a sweet prerunner GMT360.

[navigator]

do any other platforms use our tripot style CV shaft?

[The Roadie]

All CV shafts have similar construction. They vary by the length, inner and outer spline counts and retention design, slip joint extension length, and strength. You can get anything you want made custom.

[navigator]

just wondering if you can take parts of two shafts one to mate to our diff/disconnect and the other to a beefier more standard pattern hub.

[The Roadie]

I did some numbers. You can buy a LOT of bearings for the cost of two custom CV shafts. You could prove me wrong only by spending $600 and trying to mix and match the parts. If it was easy, I think somebody might have already done it.

[navigator]

true, and the end result is you still have to buy spacers to clear the ball joint.

[HARDTRAILZ]

I even have a set of half ton hubs and wont bother trying to do it. Cost prohibitive with no real gain.