Received: with LISTAR (v0.129a; list 80-96-list); Tue, 07 Nov 2000 22:49:13 -0500 (EST)
Date: Tue, 07 Nov 2000 22:49:13 -0500 (EST)
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Subject: 80-96-list Digest V2000 #236
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From: "Del quattro" <delquattro hotmail.com>
Subject: Bronco II rear end and Lifting a 96 F150
Date: Tue, 07 Nov 2000 04:56:15 GMT
How difficult is it for a person with
mechanical skills to use one of these kits and rebuild
their own rear end?
Did you consider dropping in a locker instead? I wish I would've done that
instead of rebuilding my limited slips - it wasn't cheap. I'm seriously
considering Gearless Lockers. Four Wheel Parts Warehouse has 'em for around
Upon lifting the body is there any thing to alter etc?!?!?!
First, I think my 3" body lift is great. The truck still rides flat on high
speed curves and looks great, too. (Check it out on the pictorials - its the
'83 yellow F150 stepside.
Anyway, I mine is a manual and both of the gear levers had to be re-bent.
It also puts a harsher angle on your steering shaft, too. Bumpers will need
new mounts. I've read that you'll need to re-hang your radiator, but mine
didn't need to be re-hung. Good luck.
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Date: Tue, 7 Nov 2000 04:27:48 -0800 (PST)
From: Chuck Badger <chuckbadger yahoo.com>
Subject: Re: Bronco II rear end and Lifting a 96 F150
The BII is used for on road, very little off road. I
am more concerned about snow here in the Chicago area,
and prefer the limited slip instead of a locker for
--- Del quattro <delquattro hotmail.com> wrote:
> How difficult is it for a person with
> mechanical skills to use one of these kits and
> their own rear end?
> Did you consider dropping in a locker instead? I
> wish I would've done that
> instead of rebuilding my limited slips - it wasn't
> cheap. I'm seriously
> considering Gearless Lockers. Four Wheel Parts
> Warehouse has 'em for around
> $300 each.
>From: "Atkinson, Chip" <CAtkinson Circadence.com>
>Here's the first set of questions -- Should I
>put a bunch of grease in the
>space between the bearing races?
No, the grease in the space between the inner and outer bearings serves no
>More like if I do, how does
>the grease in that space get into the bearings?
It doesn't. You have to work the grease into the bearing cages, between and
around all the rollers, to grease the bearings properly.
>The second set is the actual adjustment procedure.
>I have a Spicer 50 front axle and IFS. I tightened
>the lock nut to 50ft-lbs. and backed off 45
>degrees. I haven't put a dial indicator on it yet
>though. Is this the right procedure, or am I way off
Does the Haynes manual have a procedure specifically for the D50 axle? The
procedure you described sounds similar to the procedure for the D44 front axle,
so you are on the right track. I don't know the D50 procedure, offhand, but I
seem to remember seeing a D50 procedure that used more torque to set the bearing
preload than what's used on the D44 axle.
I have a Ford technical publication that covers the D44/D50 front drive axles
for our year trucks (1980), and I think it might be in there. I'll look it up
tonight for you. I know the procedure changed over the years as revisions were
made to the materials and design of the spindles and bearings.
> -----Original Message-----
> From: Dave Resch [mailto:Dave.Resch sybase.com]
> Sent: Tuesday, November 07, 2000 9:51 AM
> To: 80-96-list ford-trucks.com
> Cc: Atkinson, Chip
> Subject: [80-96-list] Re: Wheel bearing question(s)
> >From: "Atkinson, Chip" <CAtkinson Circadence.com>
> >Here's the first set of questions -- Should I
> >put a bunch of grease in the
> >space between the bearing races?
> Yo Chip:
> No, the grease in the space between the inner and outer
> bearings serves no
> >More like if I do, how does
> >the grease in that space get into the bearings?
> It doesn't. You have to work the grease into the bearing
> cages, between and
> around all the rollers, to grease the bearings properly.
Ok, that's good to hear. It's what I did and figured out, but I started to
doubt myself after reading some information on timken's web site.
> >The second set is the actual adjustment procedure.
> >I have a Spicer 50 front axle and IFS. I tightened
> >the lock nut to 50ft-lbs. and backed off 45
> >degrees. I haven't put a dial indicator on it yet
> >though. Is this the right procedure, or am I way off
> Does the Haynes manual have a procedure specifically for the
> D50 axle? The
> procedure you described sounds similar to the procedure for
> the D44 front axle,
> so you are on the right track. I don't know the D50
> procedure, offhand, but I
> seem to remember seeing a D50 procedure that used more torque
> to set the bearing
> preload than what's used on the D44 axle.
There are two procedures. The D50 procedure didn't work for me and the D44
procedure did. This despite having a 50 axle. The D50 procedure used huge
amounts of torque and a back off of 130-150 degrees, which resulted in a
fair amount of play. I suspect that the D50 that they are referring to had
much finer threads on the axle than does mine.
> I have a Ford technical publication that covers the D44/D50
> front drive axles
> for our year trucks (1980), and I think it might be in there.
> I'll look it up
> tonight for you. I know the procedure changed over the years
> as revisions were
> made to the materials and design of the spindles and bearings.
That would be great. I suspect that at least some of the revisions slipped
past Haynes and Chilton's researchers.
> Dave R (M-block devotee)
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Subject: lock right lockers
From: craig n eggerman <eggerman juno.com>
Date: Tue, 07 Nov 2000 23:42:14 EST
Listed below are copies of e-mails and a sad story about customer
relations. PowerTrax appears to want to ignore my problems and what may
be a fatal design flaw in their equipment. It may take a fatality and a
lawsuit to bring these people around.
to: powertrax aol.com
from: eggerman juno.com
I purchased and had drive train industries (dti) install a lock right two
years ago and today it is no longer ratcheting when I turn corners. It
now seems to drag the driver side rear wheel. It seems
permanently locked up. Can you advise what may have happened? I would
like your input before i take it back to dti. Assuming it is springs pins
e ct, Is it still under warranty? This is the rear axle
on a 1986 jxxxp cxxxxxe. That would make it a Dana 35 non- C clip axle
with 4:10 gears in it.
The part number on the invoice and original box is loc 2310 if that means
anything. I would appreciate your prompt attention.
From: powertrax aol.com
To: eggerman juno.com
Subject: Re: problems with a lock right
Your locker is no longer covered under warranty. Usually if it stops
ratcheting, it is because the pins broke inside there. It should be
disassembled and inspected ASAP. Since the warranty has
expired (it is only good for two years) you will have to purchase any
parts that need to be replaced. Give us a call once you have inspected it
and tell us what you find.
Notice the biggest concern of PowerTrax is Warranty
To. Powertrax aol.com
From: eggerman juno.com
As you suggested, I had the xj 1986 non C clip Dana 35 rear axle
inspected. The cross shaft was chewed up. I saved it and the other pieces
should you desire to inspect them. The Casper shop
that installed and inspected the axle was Drive Train Industries. Drive
Train is a reputable firm that does all kinds of gear box work. I have
retained all receipts.
As stated earlier, the lock right is just over two years old. According
to my maintenance records there was less that 6000 miles on the unit
before it broke. I am now very concerned about Power Trax product
reliability. As your customer I expect these lockers to last more than
6000 miles. I spent a good deal of money to have your product installed
at the recommendation of Marshall, the Drive Train Representative. I have
now spent an additional $109.45 of my money for a
product that appears to be defective. Parts and shipping amounted to
Sources now tell me that there is a problem with the Dana 35 model and
what I experienced is not unusual. The Drive Train Representative tells
me that they have installed 30 lock right units and this is the first one
to come back. Conflicting information to say the least. So I ask Power
Trax, Is there a problem with your Lock Right product in Dana 35 axles?
At a minimum because the unit has less than 6000 miles on it, I feel
Power Trax should cover the cost of the parts. If your product is of high
quality and this business about Dana 35 axles being a problem is all
bunk, I should not need to bother you again.
Your consideration in this matter is appreciated
PowerTrax never responded for two months
>From another lister
The D35 rear is a nightmare with add on lockers. The "C" clips
not maintain the axle end play because the locker uses this to create
locking pressure. Very quickly the axles pound out and hammer the pin.
My friend installed a lock right in his YJ with 4.11 gears and 32" tires.
lasted one month of not harsh use. It handled very poorly as well, not
well as my detroit 9" Ford. He had the hardened pin too. He got a
credit from the original supplier. Install a detroit locker or a good
posi, you will be much happier. (As will your D35) Better yet, replace
the rear assy with a D44 or 9" Ford. My friend did eventually blow up
his diff carrier which destroyed everything. The diff carrier is the
weakest part of the D35.
This last statement turned out to be the center of the problem. The
carrier this locker went into had 140000+ miles on it. The lock right
would not work in this old carrier for long as the carrier was too warn
out. The funny thing was that it took a design engineer from an air
locker company who happened to be in Moab in working on a new prototype
locker to find the problem and show the mechanics. Power Trax who was
also in Moab did not have the time of day for me. The solution was a new
carrier and now there have been no more problems. I think it is deceptive
of Power Trax and Detroit Gear to sell these to people with out warning
them that an old carrier may need to be replaced.
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