don't send one to me I don't want that junk. still not going to correct the problem that has been explained a thousand times on here. but you don't have anything to worry about anyway because you don't race.

he should be good to go then

[quote=J_BODY]Funny how Yukon advertises them "up to 500 hp"...
Probably to cover their ass. I sold my 4.10 center section for good $, got a damn good deal on Yukon 3.55s, so I think I was out $250 all said and done with "upgrading" to this center section. I'm wanting to throw a 9" under mine eventually, but that's not what this post is about. I'd say it could live in a light weight car that doesn't hit the track often.

I have been running that case in the 489 style, 4.30 gears, and 35 spline set up for 3 or 4 years. Ring and pinion life sucks for me at about 80 passes.

My Dart is about 3300lbs, normally 1.38-1.42 60' times

A 9" is going under the car soon. Save your money Dom

I do not understand throwing money at an 8 3/4 to bandaid a problem you cannot fix.

No advantage to install on both sides?

Cass said it`s WAY better than the factory units and I told him that I`m in the 9`s at 3000 lbs(was 3200+)and he said it would be better than the stock pieces. And although I didn`t have but maybe a couple hundred runs in the last 12+ years w/it, it held up fine and I only plan on one more track outing then that`s it for now or ever except for street racing............

What kind of shape was your ring gear in?

Have not checked it in a few years but looked good then and I checked the 30 spline axles last year and they looked good w/just a small amount of twist but the splines went into the spool smoothly......

Just curious. I've broken 2 ring gears in the last 20-25 years, one due to my screw up. Always the weak point from flex.
Your car's weight definitely helps longevity.

Never broke one but the naysayers will throw their childish comments stating I make no power or don`t hook and my sig et and pic say otherwise. I`ll figure something out soon............

Addison ran an 8 3/4 in the Silver Bullet, but i remember reading he changed out the R&P every two years. Every car/setup has it's breaking point, i guess you haven't found yours yet.
I remember a heads up racer telling me
"If you're not breaking parts you're not trying hard enough."

I`ve tried to kill the motor and no can do but just lookin for some preventive maintenance and have some street races comin up plus want my 6.15-9.60 pass.............

The weak link in the "keep the 8-3/4" argument is that it's worth quite a bit of money now, as-is. What it's worth after it breaks is obviously much less. The difference between the 2 makes the new replacement (whatever) that much more expensive.

I'm building an off-brand mongrel, since it's a Fox the 8.8 is an obvious choice, and 31 spline axles with big tubes and discs are all over the place.

BTW: I don't know how the concept of rating axles by their spline count started, but obviously a 35 spline axle is not the same as a 30 spline axle with different splines.
If the spline contour is universal, axles can be better compared for strength by assuming the diameter before the spline is proportionate to the spline count, yes (not completely accurate since the splined area is a bit larger, but close enough)?
If so, compare axles (ceteris paribus) using the cube of the spline count per the Young's Modulus vs. diameter relationship.
If axle #1 is 30 spline and axle #2 is 35:
35^3 / 30^3 = +58.8% in torsional resistance.

No , all the stress is on the ring gear side with the meshing of the gears trying to push that side rearward, that one breaks first.

If you're adding weight to the 8 3/4 you might as well go dana 60. It's more efficient and cheaper in the long run.

Like in my original post.......no ford or truck rears in my car at least for now and may just go beat the hell out of it next week at the 1/8 mile track THEN go from there........... I am finishing up installing the BLP external linkage kit, going back to 12 hole boosters instead of the 16 and a polish and new butterflies and let er fly........

But a Dana 60 was an optional rear in certain Dodges and Plymouths...

It was mandatory in all the 426 Hemi and 4 speed cars with 3.54 and 4.10 ratio from 1967 to 1971