Spider 9 Front Axle Buildup

As wheelers grow to tackle bigger and badder obstacles, tire sizes also grow. And, as tire sizes grow, so does the stress on driveline components. Many drivers have chosen to upgrade to 1-ton axles for their exploits, often scavenging them from a salvage vehicle and making upgrades to components to add additional strength as needed.

However, Dana 60s and similar axles are very heavy and add lots of weight to a four-wheel-drive rig. The guys from Spidertrax have come up with an awesome alternative in the way of their Spider 9 axle. Their solution will cost you some coin, but you'll end up with a custom axle that's light and strong, while offering great ground clearance. They added strength in critical areas and shaved weight through the use of engineered structures in other places.

We went to Cary's Auto in Tempe, Arizona, to watch them build a Spider 9 axle for Cary Gleason's trail buggy. Follow along as we show you the buildup of a front axle and what goes into making a scratch-built Spider 9 so cool.

Cary started with a Spider 9 raw housing. The housings come in centered and offset versions and are 65 inches in width. Each housing includes third-member mounting hardware and a blingy anodized-aluminum fill plug.	Here you can see the backside of the centersection of the housing that's created from a single piece of 1/4-inch-plate steel. Where the centersection meets the axletubes, the joints are welded inside and outside to ensure plenty of strength. Long-term field testing and competition use have proven these assemblies to be up for taking a beating.	Axletubes are 3 inches in diameter and can be ordered with 1/4- or 3/8-inch-wall-thickness tubes. Full width weight is a svelte 60 pounds for 1/4-inch-wall and 80 pounds for 3/8-inch-wall. Cut your blank housing to your chosen length, or Spidertrax can provide one to your exact dimensions.
This assembly is the Ultimate 1550 knuckle which is fabricated from an assortment of cold rolled steel plate and machined pieces. The components are laser-cut and CNC-formed before being jigged and final welded. This entire assembly weighs only 70 pounds, which is much lighter than any cast Dana 60 assembly.	Here you can see the inner knuckle half. In the center is a machined piece that mates to the outer diameter of the axletube where it is welded in place. These pieces are beautiful components and the craftsmanship superb.	The outer knuckle half sports a four-bolt pattern that mates to a unit-bearing assembly, providing the spindle and wheel hub.
The knuckle uses a spherical ball and race pair that is more compact than a traditional ball joint, while improving overall strength. A pair of these spherical assemblies has an axial load rating of 16,000 pounds.	The knuckle halves are joined with a pair of 3/4-inch shoulder bolts and hardened cinch nuts. We were completely amazed at how easily these pieces slipped together and bolted up. There was no prying or tapping in place. They simply slid one over the other.	Up top, the outer knuckle half has been machined to accept a mating steering arm. Four bolts, plus a machined keyway, ensure the steering arm is well anchored on the knuckle and won't loosen or shear under extreme loading.
To mate the knuckle to the wheel, Spidertrax uses an upgraded Ford F-450 1-unit bearing assembly. However, they CNC-machined it to accommodate beefy 35-spline axleshafts. Several wheel bolt patterns are also available.	Talk about sharp steering. This assembly has the capability to turn at a tight 60 degrees of steering angle, a truly impressive turning radius that is limited only by the axleshafts you choose.	More bling parts in anodized aluminum include the Spidertrax High Performance Oil Seal, which is guaranteed not to leak, and these cool CNC-scribed hub covers.
Once an axle track width was decided upon, the axletubes were cut to length in a chop saw. In our case, the axle was being installed on a rock buggy, so link mounts were built to position the axle. Then, the knuckle assemblies were bolted together loosely, and the caster angle of the knuckles-in relation to the third member and axle mount position-was determined.	The backside of the inner knuckle was welded to the axletube, and then a second full-circle weld was completed on the other end of the knuckle.	In preparation for the final assembly, the oil seals were installed from inside the axlehousing. Their supple material and snug fit should ensure the oil stays inside the pumpkin under extreme articulation.