Whats under a suburban

[W.T.Sumner]

I am looking at a 83 3/4 ton 4wd suburban with a 4 speed auto tranny. I need a tow vehicle to pull my tractor and my jeep when I go out of town playing. What axles tranny and transfer case will it have and will it hold up for me. under the hood the option sticker says it came with a locking differential, dual batterys(there is only one now), hi-low range t-case, and towing pacage.

[Toy Maker]

Typicaly the front would be a 10 bolt GM, trans 700R4, T'case 208C, rear FF 14 bolt 10.5" Eaton. Some light duty (under 8500lb gvw) may use flanged axle 14 bolt 9.25 rear axle- not desirable. Factory locking differential would be a Eaton Gov-Lock.

[jeepsr4ever]

I think when we go full blooded 3/4 and not heavy half a 44 front is used and not a 10 bolt, but it does come to mind that ive seen a 10 bolt and a 14 bolt used..... :-|

[Toy Maker]

The last year Spicer admits to supplying a 44 for a chevy truck was 1980, with few then. The 10 bolt started being used in mid '77 and was the standard axle in ALL applications for 1/2 and 3/4 ton models, with teh 60 optional for extra H.D. 3/4 and all 1 ton models. Due to the shortage of 10 bolts, spicer continued to supply some 44's until '80. Prior to mid '77, the standard axle was the 44, which used the large hub with the external bolt on locking hub for the 3/4 ton. After mid '77, the internal locking hub was standard. In the sixties, the 3/4 ton hubs and front ends were refered to as Heavy Duty. This was a selling point for comparison to the 1/2 ton, to make it easier to sell the 3/4 ton trucks. This designation was carried over to refer to the Large Hub in comparison to the Small Hub by enthusiasts. However, in the real world, the small hub with the internal locking hub has been more durable, as the large hub has a tendancy for the races to spin easily, the locking hubs themselves are more fragile, and for the bolts to come loose if not installed properly.