Brings up more questions. This part supposedly fits D44HD, which apparently didn't exist until 99, but also fits the 85-96 (they say 97 <g>) which couldn't be a D44HD if that didn't appear until late in the Viper run (99-00). They also say it fits the Corvette and Viper without telling us what years they are talking about.

I have seen some internet reference to using the larger 41/10 gear set in a Corvette Dana 44 by clearancing it for the larger gears.

Seems a lot of work for little additional advantage unless the car is going to be used as a regular drag racing participant. I never thought of the stock C4 Dana 44 as a particularly weak link for the car.

 

The majority of the gear packages advertised as "Vette/Viper" do NOT require a different carrier. Some actually offer an insert so that the later applications can use the earlier ring gear with the 3/8 hardware without changing carriers. I would guess an early carrier could be reamed to accept the 7/16 hardware used for the later builds. I've never attempted a fit of any of the other OE/CMC or Nissan gear kits or compared carriers stacked side by side to see if the mid 3.0+ ratios might be a fit.

The clearancing you refer to isn't required by all BUT it is something that you need to check when assembling. The modificaation is minor and a "performance build" would generally include the massaging of the "casting flashings" anyway. There's no reason to go out of your way to buy a 216mm gear kit.

 

No that doesn't actually help - the product is very poorly detailed. If you click on any of the applications in your link you'll see that YG mentions 30 spline pinion. That's WRONG - The difference between the D44 and the D44HD or the Super 44 is the pinion. The pinion is a D60 spec'd unit with 29 splines.

 

Wow, loads of good advice to be read and digested here! hopefully when the time comes I'll make the right decision,living where I do I have to factor in shipping and duties etc, can easily double the prices of some items, as Ive found to my cost already.. while Im on the subject could anyone give me some advice on a suitable cam to compliment a 4.10 rear gear setup? I run a Corsa catback with stock headers and no head work done as yet..

 

The question about cam selection is very subjective. Will you be tuning the combination, or trying to stay within stock capabilities of the ecm? Stock would be an LT4 with 1.6 rockers to 212 / 218 with a 114 LSA and a .480 lift. Beyond this requires custom spark and fuel mapping.

 

I am presuming the simple way to make this gear swap would be to send your carrier and gears as a core to a reputable company that has set up a proper Dana 44 carrier with the proper gears.

15-20 years ago it was easier. you bought the 4.09s and had a good rear end specialties shop do the gear change. All these choices confuse me.

I use a very mild cam (The CC 305, the modern version is CC 503). I am not trying to sell you that cam, but that 220/230 at 0.50 range with a bit over 0.500 lift will be very drivable and give you excellent torque and HP increase without having to change out a lot of ancillary parts. It is also very easy to tune. I use it in both by 93s (both are 383s however) and have been very happy with it.

I have another LS2 that has a .600 lift cam at 230/240 deg duration and that is a much harder car to daily drive and also to tune.

Enjoy,

 

I agree very poorly detailed..... Unfortunatly par for the course on most parts sellers these days.... they have the correct parts but don't even know how to list the correct specs on the web.... I hate that kind of stuff but they have pretty good prices, the tech dept is halfway alright if you get the right person on the phone and that is the only reason I still buy from them.

The OP needs to be careful about what he actually gets from Yukon Gear.... Yukon Gear is a "re-boxer" of parts. I don't think they mfgr anything themselves. I have bought a number of gear sets from them and for these C4 Corvettes I have gotten ring and pinion sets mfgr'd by Spicer and US Gear from them. Spicer gear sets are very good but US Gear is only so so IMO.... I have also bought a number of set up kits and they were all exellent Timkin brgs.

I bought in 2011 and recently sold that very same PN 4.11 ratio gear set from Yukon to a good friend for use in his 96 Grand Sport and it was mfgr'd by Spicer, has the correct 29 spline pinion and is dual drilled for 3/8" and 7/16" ring gear bolts.... A CF member over in VB set it up for him and it went together fine other than the normal clearancing of the case for the 226mm ring gear. Runs nice and quiet.

I have a US Gear mfgr'd 4.11 installed in my 92 street car currently. Also bought thru Yukon but back in 2004ish.... Only drilled for 3/8' ring gear bolts, correct 29 spline pinion and 216mm ring gear that didn't require any clearancing of the case. Set up without a problem for me. I beat this car pretty hard at times and have the backlash set to the minimum(for drag racing with a stick shift) and it does whine on decel when hot... just looking at how this gear was machined and the lapped pattern from the factory I knew it was going to make some noise.... I notice now Randy's Ring and Pinion advertises that these US Gear mfgr'd sets are noisey and I personally will not run another US Gear mfgr'd ring and pinion.

I recently put together a 3.90 ratio for my race car and from Yukon I recieved a Spicer mfgr'd ring and pinion. Pretty sure this is for a second GEN Viper because everything was correct (29 spline pinion, 226mm ring gear) except the ring gear was only drilled for 7/16" ring gear bolts.... glad I have a spool that was dual drilled for the race car. Would have been a minor inconvience (for me anyways maybe a BIG one for others) to drill the Posi and buy new ring gear bolts. It set up fine.

I also have a spare D44 with a 3.73 for my race car and it's also a Spicer mfgr'd ring and pinion bought thru Yukon in 2009 - 29 spline pinion, 216mm ring gear and is only drilled for 3/8" ring gear bolts.
Will