fuelfox4949 said:
well sorry waxer i paid more attention in small gas engines and autos then i did in english! why even post a response if you are not even going to help.
But he is trying to help. It took me a few trips through your post to understand it - proper punctuation and capitalisation does help (yes, I know - I tend to favour British English when writing.)
Definitely consider some variety of SYE kit - you're going over 3", and that's typically regarded as a "max lift" without it. Since it's a 1997, that number is even lower. Also, the SYE allows you to run without a rear driveshaft without losing all your fluid in the transfer case. All positive effects.
"Is it hard to put gears in?" If you have to ask, you shouldn't try doing it - it's technically difficult and an exacting process (it can be done - but it takes some practise and attention to what you're doing, and a small number of specialty tools.) You would probably be better off paying someone to do it - all the better if he lets you watch while he does it (but most shops won't.)
4.56 is definitely over the "carrier break," and you will need a new carrier. Else, the gears won't mesh properly (I don't recall which way it goes offhand - if the teeth don't make contact, or if you can't get past the gear blanks. It's been a while.)
4.5" should work neatly with the 32" tyres - I ran 31's under 3" of lift without incident. You may have to change backspacing on your wheels tho - in order to prevent tyre rub against the lower control arms (LCAs.)
If memory serves (although I may be wrong...) the pinion of the D44 is longer than the pinion for the D35 - and you'll want a new driveshaft. I know - you'll want a new shaft with the SYE anyhow, but you'll want to set up the axle and such before you measure for the shaft (the transfer case should end up pointing straight back with the axis of the shaft parallel to the ground line, and the axle pinion centreline should point straight at the transfer case output shaft. The Double Cardan joint on your replacement driveshaft should then end up at the rear of the transfer case.)
A "lunchbox locker" is one that installs into your axle, replacing your differential gears (
not your ring & pinion,) and can usually be installed into a "built" axle in an hour or so. The carrier need not be removed. However, since you're building your axles (especially the rear) off the vehicle, you can get better lockers than a lunchbox. Examples of a lunchbox locker would the the Powertrax Lock-Rite. put one in a D35 in about forty minutes - had time left for a sandwich to round out an hour. However, the gear setup requires either experience actually setting up gears, or experience with precision measurement tools and readings - and it helps to be walked through your first install or two (it took me two - but I was building D44s for Corvettes.)
The ABS is a separate issue, and I can't really help you there. Expect to have an ABS lamp illuminated, until it's resolved (I don't recall if the ABS system that late can be removed. Since you've got a D35 rear, it's even odds if you have ABS. If you had the ChryCo 8.25" rear, it wouldn't be a problem - the ChryCo wasn't issued with ABS.)
And, as far as the first comment you got, compare your post and mine. While mine was longer, I'm almost willing to bet you found it easier to read. If it takes you typing it out the first time, going to have a drink, and then coming back to edit it; then please do. Believe me, proper punctuation and organisation does help make your posts easier to read - and having posts that are easier to read will help you get answers. Waxer was trying to help you - but in a more general sense than you first thought. I am also trying to help you, so don't take this paragraph (and the first) badly.
