6. An extremely important step and a tool few rearend rebuilders possess. This fixture (jig) is used to ensure the differential housing isn't bent. If bent, Currie straightens the end flanges.
7. My differential had brackets for non-floating disc brakes, a bad design that needed to be carefully removed (torched) from the housing. Currie offers custom installation of every bracket configuration imaginable.
8. After the high spots were meticulously ground smooth, the housing appeared as if the cheesy disc brake brackets were never there.
9. This gauge is used to confirm the axles are not too long or too short.
10. First-timers beware; removing the bearing retainers requires an extraordinary amount of effort. Here the bearing retainers are undermined with a torch.
11. Next, the axle assembly is placed into a multi-ton hydraulic press and pressed off with an explosive reaction. Ever heard a bullet zing, that's what it's like.
12. Here, Brian Sheppard is handing the work order to make my new axle. Currie manufactures its axles from scratch in-house for new assemblies or to make a replacement part.
13. The axle is cut to length and its end is beveled. A new axle sells for $179.95.
14. The outside diameter of the axle is centerless ground on a vintage Landis machine to conform with what's needed for a 28-spline axle.
15. The axle splines are cut on a CNC Haas mill. The mill meets with resistance due to the axle's case-hardened surface.
16. After hot-tanked and checked thoroughly for alignment, the differential housing is placed into this rotisserie shot peen blaster and final cleaned with fine metallic beads.
17. When the shot-peening process is complete, the differential housing appears as if it were new steel. No further preparation for paint is needed after this stage.
18. The Ford Trac Lock was disassembled and cleaned. Next the clutch plates were checked and didn't need replacement. A new clutch pack costs around $70.
19. Labor to rebuild the Trac Lock is around $110. The final step is to adjust the Trac Lock to a specific torque setting to ensure no slippage will occur.
20. Currie manufactures and has new hardware custom made to its specs. The pinion shaft seal has the Currie logo where one would usually find Chicago Rawhide molded.
21. A setup kit with new carrier bearings ($136.95) is installed and the backlash is adjusted. All the way through this procedure the gears are spun to feel for bind.
22. Currie uses Precision brand gears exclusively. These are Richmond gears. The white paste is gear-marking compound used to give an indication of tooth contact. Improper gear lash can result in the rearend “howling.”
23. Absolutely no heavy lifting is performed by Currie technicians. From start to finish an overhead boom is used to gently and precisely lower components such as this third member into place.
24. For $495 Currie offers 11-inch Ford drum brakes that are new, except for remanufactured backing plates. The axles go into place and four bolts are tightened through an access hole on the axle flange.
25. New drums go on and the rearend is complete. Currie emphatically states to use a non-synthetic gear oil in its differentials such as Currie 9-Plus racing gear oil. For limited-slip add Currie 9-Plus posi-traction additive.