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Old 03-13-2019, 05:43 PM   #3826 (permalink)
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Originally Posted by snowracer View Post
thats an old number, new number for the inner oil seals is EC3Z-3254-A
Is there a physical difference between the two? Pricing is almost double for that new part #.
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Old 03-13-2019, 05:54 PM   #3827 (permalink)
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Is there a physical difference between the two? Pricing is almost double for that new part #.
its just a change up number as its its still the same seal from 99-current trucks, so if you can still get the old number then go for it
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Old 03-15-2019, 09:08 AM   #3828 (permalink)
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Originally Posted by jesusgatos View Post
Know all the info is probably buried in here somewhere, but am having a hard time finding it, and looking at WMS, seeing a few different numbers have been posted, so want to ask and confirm:

1) Looks like most agree 250/350 are ~72" and 450/550 are ~78" after installing 8-lug unit bearings?

2) Axle tube diameter is 3.75" for 450/550, what about 250/350?

3) All knuckles are the same, or are different castings but will all fit 1550 shafts? Does that include 2WD 450/550 knuckles?

4) What is the distance from inner knuckle where tube is welded to WMS?

5) what is the angle of the ball-joint inclination and distance from u-joints centerline to WMS?

6) What is the centerline to pinion distance?

7) What are the lengths of the 250/350 & 450/550 long-side shafts? Wondering where would end up if we're to start with 450/550 housing and cut down long side to use 250/350 shaft.

8) saw in another thread that 16.5 HMMWV wheels (not re-centered) will not fit, wondering if they would clear the steering knuckle though, if might be able to solve that problem with custom brakes?
Yes

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Old 03-15-2019, 09:32 AM   #3829 (permalink)
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Originally Posted by jesusgatos View Post
Know all the info is probably buried in here somewhere, but am having a hard time finding it, and looking at WMS, seeing a few different numbers have been posted, so want to ask and confirm:

1) Looks like most agree 250/350 are ~72" and 450/550 are ~78" after installing 8-lug unit bearings? Correct

2) Axle tube diameter is 3.75" for 450/550, what about 250/350? sounds right

3) All knuckles are the same, or are different castings but will all fit 1550 shafts? Does that include 2WD 450/550 knuckles? Correct.

4) What is the distance from inner knuckle where tube is welded to WMS?

5) what is the angle of the ball-joint inclination and distance from u-joints centerline to WMS?

6) What is the centerline to pinion distance?

7) What are the lengths of the 250/350 & 450/550 long-side shafts? Wondering where would end up if we're to start with 450/550 housing and cut down long side to use 250/350 shaft.

8) saw in another thread that 16.5 HMMWV wheels (not re-centered) will not fit, wondering if they would clear the steering knuckle though, if might be able to solve that problem with custom brakes?
Quote:
Originally Posted by adamk View Post
Does anyone know if 99-04 knuckles out will fit 92-97 Ford D60 housing?
Yes, should bolt right on. Including on 94-99 Dodge D60s

Last edited by TrailTamer XJ; 03-15-2019 at 09:33 AM.
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Old 03-16-2019, 09:46 PM   #3830 (permalink)
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Thanks for answering a few of those questions trailtamer
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Old 03-21-2019, 07:45 PM   #3831 (permalink)
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Originally Posted by DZ Fab View Post
May have been noted somewhere in this thread, but does anyone have the part # for the inner axle seals for an 05+ axle handy? I'm needing to replace them. This is just the standard F-250/350 axle FWIW.

Edit: I think it is part # 2C3Z-3254-AA, but just want to make sure before buying some.
We sell them as Spicer 2019816. $17 is a ton cheaper than we have been seeing for the Ford part number.
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Old 03-21-2019, 07:53 PM   #3832 (permalink)
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We just did a QA check on some of the Spicer 1550 shafts we received for stock. Something interesting to note is the 10013781 inner and stub shaft are both clearanced for full circle snap rings for the u-joint caps...





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Old 03-23-2019, 09:26 AM   #3833 (permalink)
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I got an email from Downtofab.com and from Dennys saying the 1550s are back in stock if anyone is still looking.
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Old 03-26-2019, 10:26 AM   #3834 (permalink)
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did not search so flame all you want

putting OEM Ford 10" gear set in a 79 hp60. is there a crush sleeve eliminator or do i have to run the crush sleeve?
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Old 03-26-2019, 10:51 AM   #3835 (permalink)
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ew, eliminate that shit
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Old 03-26-2019, 08:08 PM   #3836 (permalink)
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Dumb question without searching the thread.....

At work we run multiple F550s off-road 100% of the time. They eat front ring and pinions on a regular basis. I noticed an ass load of front wheel hop when spinning tires, yes stock tires, and figured daily, all day, that takes its toll.

We converted the most severe duty units to SRW on 36” tires with a 4” lift. This has extended the life but not eliminated the failures.

These are unfit trucks with flatbeds and a bunch of gear on the bed. Nothing but a bull bar up front.

We tell operators to unlock the hubs, converted to aftermarket locking hubs, and they most likely don’t unlock them often.

Gear set ups have been done in house, by certified techs, farmed out to dealers, done by private shops. Same results. These are all “super 60s” with factory ford ratios.

Any suggestions?
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Old 03-26-2019, 08:28 PM   #3837 (permalink)
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stiffer shocks (double them up like it's 1987) and maybe polyurethane radius arm bushings to reduce wheelhop?
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Old 03-27-2019, 05:33 AM   #3838 (permalink)
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I would add a third link with heim joints.
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Old 03-27-2019, 06:09 AM   #3839 (permalink)
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Originally Posted by bigdude View Post
Dumb question without searching the thread.....

At work we run multiple F550s off-road 100% of the time. They eat front ring and pinions on a regular basis. I noticed an ass load of front wheel hop when spinning tires, yes stock tires, and figured daily, all day, that takes its toll.

We converted the most severe duty units to SRW on 36” tires with a 4” lift. This has extended the life but not eliminated the failures.

These are unfit trucks with flatbeds and a bunch of gear on the bed. Nothing but a bull bar up front.

We tell operators to unlock the hubs, converted to aftermarket locking hubs, and they most likely don’t unlock them often.

Gear set ups have been done in house, by certified techs, farmed out to dealers, done by private shops. Same results. These are all “super 60s” with factory ford ratios.

Any suggestions?

what is failing?
crush sleeve fail that lets pinion get sloppy?
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Old 03-27-2019, 06:46 AM   #3840 (permalink)
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Originally Posted by HEEPJEEP View Post
We just did a QA check on some of the Spicer 1550 shafts we received for stock. Something interesting to note is the 10013781 inner and stub shaft are both clearanced for full circle snap rings for the u-joint caps...





So then why don't you have full circle snap rings installed?
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Old 03-28-2019, 07:58 PM   #3841 (permalink)
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what is failing?
crush sleeve fail that lets pinion get sloppy?
By the time they get to the shop you can’t tell what came first the chicken or the egg.

Stripped or broken pinion teeth is most common with failed pinion bearing sometimes. Broken spider gears in conjunction with that sometimes, broken ring gears occasionally, wrecked carrier bearings occasionally.

I haven’t been inside one just talked to the techs and seen the parts. If they have a crush sleeve then we need to eliminate that for a trial.
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Old 03-28-2019, 08:06 PM   #3842 (permalink)
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By the time they get to the shop you can’t tell what came first the chicken or the egg.
Sounds like you need to go inspect the oldest one in service that hasn't been replaced.
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Old 03-28-2019, 08:42 PM   #3843 (permalink)
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Sounds like you need to go inspect the oldest one in service that hasn't been replaced.
I don’t need to but I can ask someone to the next time one of the older units comes in for service. All we will see is one that’s not broke
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Old 03-31-2019, 07:31 AM   #3844 (permalink)
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Correct but as you can see, the 05+ inner C is more beefy, especially the upper portion.

I want to note that All BJ D60s’ (except for 99-01 dodge’s bastardized D60s) both upper & lower carry the weight while KP is only on lower. (Keep that in mind with those upper ball joint eliminator kits )
Explain to me how the upper is able to “carry weight” when the bushing that slides into the inner C is slid in from the top?

The holes in the inner C’s I’ve seen some variation when developing my balljoint elim Kit. The bushing has a slot to allow for the variances and the tapered shank of the upper balljoint seats into it....it bears no weight. There is also a snap ring on the lower balljoint to keep it from pulling out, the upper has no such provision, again it cannot bear weight.

https://www.facebook.com/photo.php?f...type=3&sfns=mo
This is an 05+ axle. The ears broke on the shafts, then the lower balljoint pulled apart because (you can see the body still in the lower part of the knuckle), and look at the upper....popped right out. I get pics like this on a weekly basis and after my kit, the upper does not do that. My kit has the 7075 bushing in order to take the load should a failure of the lower occur so nothing else gets damaged. The bushing may tweak under such a circumstance, but it’s the cheapest thing to replace.
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Old 03-31-2019, 09:54 AM   #3845 (permalink)
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Looking for some info, searching brought me here. What year f250/350 front axle will interchange with a '17 f250?
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Old 03-31-2019, 11:54 AM   #3846 (permalink)
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Explain to me how the upper is able to “carry weight” when the bushing that slides into the inner C is slid in from the top?

The holes in the inner C’s I’ve seen some variation when developing my balljoint elim Kit. The bushing has a slot to allow for the variances and the tapered shank of the upper balljoint seats into it....it bears no weight. There is also a snap ring on the lower balljoint to keep it from pulling out, the upper has no such provision, again it cannot bear weight.

https://www.facebook.com/photo.php?f...type=3&sfns=mo
This is an 05+ axle. The ears broke on the shafts, then the lower balljoint pulled apart because (you can see the body still in the lower part of the knuckle), and look at the upper....popped right out. I get pics like this on a weekly basis and after my kit, the upper does not do that. My kit has the 7075 bushing in order to take the load should a failure of the lower occur so nothing else gets damaged. The bushing may tweak under such a circumstance, but it’s the cheapest thing to replace.
https://torqueking.com/short-ball-jo...5-front-axles/

I believe this tech article will explain my point well.
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Old 03-31-2019, 09:43 PM   #3847 (permalink)
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Looking for some info, searching brought me here. What year f250/350 front axle will interchange with a '17 f250?
Only 17 and up if you want a easy swap. Any 05+ will technically bolt in, but there is a difference in tone ring count on the 05-11. The brakes got bigger in 13, I'm not sure if the calipers are the same in 17+ since the knuckles changed again. The dana 60 center section is totally redesigned and is a called short reverse 60 now, I believe the pinion is shorter and the stock yoke is now 1410.
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Old 04-01-2019, 04:41 AM   #3848 (permalink)
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Originally Posted by TrailTamer XJ View Post
https://torqueking.com/short-ball-jo...5-front-axles/

I believe this tech article will explain my point well.
“Consequently, the upper balljoint does not bear any weight....”
“The lower balljoint is load bearing, in fact, it carries 100% of the weight...”

Uppers see no weight, only lowers as stated. Even the change in rotational plane from the upper is a bad thing, and solved with a kit. It’s just not a great design

I do see what point you are attempting to make, but you can’t pick and choose what to leave out and still have a solid argument. The article also says the balljoints lasting longer in the test group had 10% larger lowers than the ones commonly failing. The slop of the upper must also be taken into account as cause for premature failure. I’ve read the article long ago when developing my kit and it’s one of the reasons I developed the bushings with caster/camber. This article was also specific to the Dodge axles, not the Ford SD....they’re different of course. Larry Krog is running the bouncer circuit using my 3* kit with the 99-04 SD knuckles and has had ZERO failures. I would not have spent 2 years designing and testing a kit and come to market with it and not do my due dilegence.
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Old 04-01-2019, 05:20 AM   #3849 (permalink)
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Originally Posted by 06silverback View Post
“Consequently, the upper balljoint does not bear any weight....”
“The lower balljoint is load bearing, in fact, it carries 100% of the weight...”

Uppers see no weight, only lowers as stated. Even the change in rotational plane from the upper is a bad thing, and solved with a kit. It’s just not a great design
Did you read the whole thing?

94-99 Dodge Ram 2500/3500 D60s use same ball joint as Ford Super Duty D60s by the way.
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Old 04-01-2019, 08:54 AM   #3850 (permalink)
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Did you read the whole thing?

94-99 Dodge Ram 2500/3500 D60s use same ball joint as Ford Super Duty D60s by the way.
I did read it all. If my kit was for the AAM axles you’d have a valid argument. You can not make an apples-to-apples comparison of upper balljoints even if they’re the same size when the knuckles are different. Different spacing, KPI, ect isn’t the same. The bouncers pound in these things every weekend without failure, so the proof to strength is in the results....think what you’d like I guess.

https://www.facebook.com/photo.php?f...type=3&sfns=mo
He’s #4 by the way
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