Slip joint regreasing
Now the only thing is when you take the bands/clamps off the boot they dont go back on the same. We bought the tool at Kragen for $10 instead of buying the new boot which was almost $50. I guess you can use cable ties as well.
What kind of tool and for what? cable ties as in plastic zip ties? The picture in the link looked as if he used a metal hose clamp at least on one end.
__________________ 04 F250 CC SWB 6.0 FX4 Lariat BFG 305-65R18s on Stock 8" Rims Engine Build Date 06/14/04
this is interesting - apparently, more variations on EX drive-line components than I originally thought. My EX is an 05 LTD. 4wd. V-10. Has ONE drive-shaft - looks like pretty "conventional U joints and spline-shaft at the foward end" combination.
My neighbor has a 1 ton V-10 extended pick-up which, from the back of the rear door foward, appears identical to my EX in EVERY way EXCEPT that (because of the greater length, obviously) has a TWO piece drive shaft (again, the u joints and slip joint all appear to be identical to mine (no CV/"double carridans..").
Some of you guys are reporting seeing double carridans. Is that because you have diesels, with their MUCH greater raw power and torque ? Or was this just a "running production" change for all models ?
At roughly what mileage are you guys pulling the splines out for re-greasing?
Mileage typically isn't the issue. Or rather, I haven't seen a mileage pattern. Some do it right from the lot other maybe at 15K or so. Still other don't have an issue until 50K while my current Excursion has never had the issue.
My 2000 did but was under warranty and they put in a whole new driveshaft. On that one the slip yoke was at the bottom by the diff. The new driveshaft has the slip yoke up top.
And have never seen an Excursion driveshaft with a CV joint and any end.
I don't know why everybody is into chalking driveshafts. They are supposed to be balanced. I took hundreds apart when I R&Rd trannys years ago and never had a problem.
Scott
2000 Excursion XLT 4x4 V10 4.30, Powerslot slotted rotors w/ Hawk SuperDuty pads up front, Hawk SuperDuty pads on the rear stock rotors, Roadmaster Active Suspension, Optima Red Top Battery, backup camera, Tom Tom XL100 GPS
I have personally seen three variations of Excursion driveshafts.
1. Standard driveshaft with single U-Joints at either end and the slip yoke closest to transfer case- what mine has
2. CV driveshaft with slip yoke at pinion side. A friends 05 EB 4X4 had this from the factory
3. Standard driveshaft (same as #1) except with a rubber dampener at the pinion side made onto the driveshaft. This was on an 04 Limited 4X4
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91 Mustang GT 5.0L 302, 5 speed, 4.56's, .616 solid roller, Pro Topline heads, etc. 8.09 in the 1/8th 3100lbs
03 Excursion V10 4.30's , V codes, 350 blocks, 305's, Monroe Reflex's, dents and vibes
09 Jeep Wrangler "X" Unlimited
I used to R&R stick and auto trans as a job and you would be surprised how many variations there are including closed drives. Chrysler had a joint that was like a u-joint with no caps that slid back and forth in a tube (hard to explain). Some had constant velocity joints and then there were the 2 piece shafts.
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