These axles should make it to 100K in theory, but examples of earlier failure are numerous and the aftermarket is awash in axles heat-treated by morons who don't know what they're doing.
I jacked up the car today to confirm the problem is play in the axle/bearing interface. I noted the ABS sensor is very close to the axle tube. So a 9" (or floating) axle end retrofit would at a minimum require larger ABS tone rings to move the sensor further radially from it's current location.
Nothing is ever easy. But I am convinced this axle/bearing thing is futile and I don't want to keep revisiting it.
You can't lump all bearing failures with improper axle contact surface heat treating. I'm sure that many failures are caused by a repeat failure from improper cleaning of a contaminated housing. It happened to me.
Replacing the OEM housing ends requires a degree of re-engineering. A few questions come to mind:
1) Is there space for replacing the ends, and still maintain the same track width?
2) Is there space to narrow the housing, avoid tire/shock damper interference, and allow a wider wheel?
3) Can replacement axles shafts with 9" tapered bearings be equipped with OEM 8.8" ABS rings (9" 31 spline shafts are the same o.d. as 8.8" 31 spline shafts)?
4) Can the tooth counting pick-up sensor be properly located to where the rings turn on new shafts?
5) Do you want to delete ABS, or adapt it to new shafts?
6) Is deleting the parking brake acceptable (I deleted it on my 2000 CVPI)?
7) Would it be practical to use a Sterling axle replacement, in order to retain the Watts link, ABS, and gain 3/4 ton bearings?
I'm sure that a solution can be fabricated, but at what expense, and with how many compromises?
