just trying to decide what i should do....i have a 98 ss/t im thinking about redoing alot of stuff on my truck im not sure if i should go with a whole new rear or put gears in the stock rear, i have a mustang with 3.73's but im not really sure about the gear ratio for trucks if their the same as muscle cars or different......if anyone can answer my question id love to hear ya, also if i were to get a more powerful rear that can produce more power and hold more torque what make/kind should i look into? thanks

 

Chrysler has been having continuing problems with the 9.25 differential. I personally wouldn't spend money in the rear without changing it out to something like

Dana 60
GM 12 bolt

Both of which have been used in Dodge Rams

If you are really interested in performance
you should check out the
QuickChange differential
which is basically an aluminum body Ford 9 inch differential
with an extra set of gears that can be changed in less than 20 minutes.

 

personally go with 4.10's. Im puttn 4.10's in my truck with posi. ill let u know how it performs. but i heard you wont get good high speeds if u were to have the stock 3.55 or whatever gearing in ur truck...

 

You'll get higher speed with the 3.55 you'll get there faster with the 4.10

 

I agree the Dana 60 (and even a Dana 70) would be a better choice, but what kind of problems specifically are you referring to in regard to the 9.25? Have you seen tech articles or something that discuss major flaws in the 9.25? I ask becasue I almost never hear about rear axle issues across the five Ram and off-road forums I am on. I hear far more issues with the Dana 44 front, mostly due to its lack of strength being under a full size Ram. Also seems odd that they have been using the 9.25 since1994 (maybe earlier). That is at least 13 years of service. If it were so problematic, why the continued use? It's a lot of work to upgrade to a Dana 60 or GM 12 bolt.

 

Hey Silver Dodge where did you get the performance upgrades on your truck? Some of the items listed on your sig I am wanting to do to my 98 5.9L. What does a B7G pcm flash do????

 

Mopar Air Cleaner came from Summit (www.summitracing.com)
Fastman TB came straight from the Fastman (www.thefastman.com)
1.7 rockers, valve covers, and Mopar performance wires/cap/rotor came from Southeast R/T (www.southeastrt.com)
Edelbrock headers came from Summit
Cat and muffler and 3" piping came from my local exhaust shop
180 tstat came from Hypertech (www.hypertech.com)
Air/Fuel meter and calibrator came from Split Second (www.splitsec.com)
Gears and LSD came from Randy's Ring and Pinion (www.ringpinion.com)
Skyjacker lift came from Summit.

B&G flash came from B&G (www.bgchrysler.com), but I purchased it through the Fastman (www.thefastman.com).
Basically, it is custom programming installed on your PCM that adjust many things, including timing, shift points, fuel, torque management, and more. They look at the mods you have, and then calibrate your PCM so that it is optimized for those mods. The reason this is so good is because of the preprogrammed nature of our PCM's. Performance in any open loop mode (including Ignition Switch Key-On Mode, Engine Start-up Mode, Engine Warm-up Mode, Acceleration Mode, Deceleration Mode, and Wide Open Throttle Mode) is dictated directly from preprogrammed tables in the PCM. Only closed loop modes (Idle mode and Cruise Mode) us sensor inputs to adjust for performance. It is a common misbelief that doing lots of mods will make lots of performance increases because the sensors will tell the PCM that you have a larger exhaust, more air intake, etc. This is only true to a point, and only true for closed loop operation. Everything else comes out of the preprogrammed tables, so you have to change those table for all those mods to really make the most gains they can. Until you do that, any difference you feel is constrained by the range of the preprogrammed tables. There is some flexibility in those tables, which is why a Fastman TB or a free flow muffler can be noticable on a stock truck. But you will eventually reach a point were you are beyond the range of those preprogrammed tables. That's when it is time for a flash. It gives you a new range to work with.

 

The 9.25 'Corporate' Chrysler differential
has had a lot of problems since 1994 with:
pinion bearings
oil seal failing in front of the pinion bearing
big pre-load nut coming untorqued
limited slip retainer clips breaking inside diff case

It is worth noting that these problems were not frequent in the 1980s
when the 9.25 diff had a pretty good reliability record, but the engines in front of them in those years had less horsepower.