This is Dynatrac's ProRock...
This is Dynatrac's ProRock 60 complete with stub hubs, big-brake upgrade, and Dynaloc locking hubs. This axle now resides under the front of our project Teal Brute. After six months of real-world testing--scratch that; thrashing--we're giving it the official stamp of approval.
Stopping a rig with 40-inch rubber and 5,800 pounds of metal isn't easy, especially when you're sailing along at speed through sand dunes with a buddy, listening to music, and having a great time. That's exactly why we always try to preach the benefits of bigger brakes in our articles. However, larger brakes are only effective if the driver reacts in time to avoid whatever dangers lurk ahead. For those other instances, only the stoutness of your drivetrain componentry will tell how much fun the day has in store for you. In most cases, the axles are where abuse rears its ugly head first. So, axle stoutness is of utmost importance. Enter Dynatrac, with its new Stub Hub conversion and the tough-as-nails Dynaloc lockout hubs. Try as we may, these parts are simply too overbuilt for our Hemi-powered Teal Brute project rig to break, even when one unnamed lunatic took a horrifying line over the edge of a dune at speed. The results weren't good to some of the lesser parts on the rig, but for Dynatrac's latest offerings, let's just say "game on." We just hope that next time Mr. Lunatic gets behind the wheel, a little more common sense (and braking) is applied before going airborne.
 This is the Dynatrac big-brake...  This is the Dynatrac big-brake upgrade that is now one of many stout options available for the ProRock and Pro-Series axle assemblies. Dynatrac created this upgrade for those of us who run plus-size tires. |  Here is the difference between...  Here is the difference between what comes standard on a Dynatrac Dana 60 and the optional big-brake upgrade. The standard rotors are 11.5 inches in diameter, whereas the larger rotors are just over 13 inches in diameter. |  This photo shows the two different...  This photo shows the two different brake calipers available with Dynatrac's Dana 60-series axle assemblies. Note the larger two-piston design provides significantly more friction area over the standard caliper. These larger calipers are similar to what you would find under the front of a 1-ton Dodge van. |
Here you can see the difference between Dynatrac's Stub Hubs and the traditional style hubs. At first we thought the shorter spacing between each of the supportive axle bearings was too little to hold up to severe impacts like jump landings. After six months of abusive testing in the Brute, we're convinced otherwise. The Stub Hub conversion provides an additional 4 3/4 inches of clearance over the traditional arrangement, perfect for tight conditions where rock damage can get expensive.
 1. Here you can see the Dynatrac...  1. Here you can see the Dynatrac technician installing the new lug studs. Dynatrac uses high-grade 1/2-inch lug studs for superior strength and longevity. |  2. Once all the bearings and...  2. Once all the bearings and seals were in place, the new rotors were installed on the axlehousing. Shortly thereafter, the brake calipers were installed. This photo shows the back side of the caliper. From this picture you can see the adapter bracket Dynatrac uses to make the larger calipers work with its standard knuckle forgings. |  3. Here, the brake caliper...  3. Here, the brake caliper is being installed on the axle assembly. |
 4. The brake caliper, fully...  4. The brake caliper, fully installed on the axle assembly. Note the stainless steel slides in which the two caliper halves float on. This arrangement prevents the pads from wearing out unevenly due to slide wear or inadequate slide lubrication. |  5. This is a good look at...  5. This is a good look at the system that holds the larger caliper to the knuckle. Notice the bleeder location in relation to where the flexible brake lines connect to the caliper (green cap). Always make sure this bleeder is in the top position when installing brake calipers, otherwise you won't be able to bleed the piston cavities properly. |  6. Each of the mounting bolts...  6. Each of the mounting bolts that hold the caliper to the knuckle are -inch thick. We had to make sure we got the appropriate wrench and socket combination to stash inside the rig because if we ever needed to remove the rotor to service a U-joint or axleshaft, these massive bolts would have to be removed first. |
7. We used Stage 8's X-Lock locking spindle nuts with our ProRock 60 front axle because one stout product always deserves another. The Stage 8 fasteners are much better at maintaining bearing preload over traditional-style locking spindle nuts. Each component of this system is laser cut from 4130 steel for a perfect fit. Additionally, the heart of this system, the threaded Stage 8 nut, is CNC-machined to exact tolerances. A snap ring fits into a groove on this nut, keeping the whole arrangement locked in place. Once installed, the system is capable of withstanding severe reverse torque, so you don't have to worry about spindle nuts loosening again.
8. For increased bearing life, always torque the spindle nuts enough to ensure that no excessive play is present. Then back the nut off ever so slightly to achieve the proper bearing preload. Once properly torqued, you can double-check the preload by simply grabbing the rotor with your hand and spinning it. When appropriately torqued, the rotor should spin to a stop within half a rotation. This important step will ensure the bearings wear evenly, providing long service life.