95 7.3 powerstroke
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New User
Joined: Jan 2013
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From: Shreveport, La
95 7.3 powerstroke
Hey guys,
I have a 95 7.5 powerstroke that I just "inherited" from my dad, I have remedied most of the problems inherent with a vehicle which has been sitting undisturbed for several years but I would like to know some more information on exactly what it is I have. All the badges just say superduty powerstroke with no number designation, I have been told that the number of steering axle lugs indicate size, mine is a 10 lug and was told that its a ton and a half F550 true or false? secondly, most of the parts stores I have been to during this restoration only carry parts up to an F350, if my truck is indeed a F550 are the differences in parts limited to a presumably beefier suspension?
I have a 95 7.5 powerstroke that I just "inherited" from my dad, I have remedied most of the problems inherent with a vehicle which has been sitting undisturbed for several years but I would like to know some more information on exactly what it is I have. All the badges just say superduty powerstroke with no number designation, I have been told that the number of steering axle lugs indicate size, mine is a 10 lug and was told that its a ton and a half F550 true or false? secondly, most of the parts stores I have been to during this restoration only carry parts up to an F350, if my truck is indeed a F550 are the differences in parts limited to a presumably beefier suspension?
Lead Driver
Joined: Jul 2007
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From: Rhode Island
Here's what you don't have, and don't let anyone try to tell you different:
F-550
F-450
F-250/350/450 Super Duty
Back in this period, Ford had their main light-duty F-150/250/350 consumer trucks, and then they had their "F-Super Duty" commercial medium duty line. There were no individual model designators - just F-Super Duty. They had the 10 lug axles, up-fitter friendly 34" frame-rail spacing and a few other things.
Pretty much everything engine, transmission and cab wise is the same as the F-250/350, but the suspension and axles is much different. I do not believe standard OBS beds will fit either.
F-550
F-450
F-250/350/450 Super Duty
Back in this period, Ford had their main light-duty F-150/250/350 consumer trucks, and then they had their "F-Super Duty" commercial medium duty line. There were no individual model designators - just F-Super Duty. They had the 10 lug axles, up-fitter friendly 34" frame-rail spacing and a few other things.
Pretty much everything engine, transmission and cab wise is the same as the F-250/350, but the suspension and axles is much different. I do not believe standard OBS beds will fit either.
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New User
Joined: Jan 2013
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From: Shreveport, La
thanks Ian,
now this question, I recently went through hell replacing the throw out bearing which was presumably bad. It had minor lateral play so it was replaced. I then spent as much time or more priming the hydraulics and after purchasing both new master and slave cylinders and bench bleeding the system the clutch disengaged like a champ. now it seems as though my clutch may be slipping! On above average acceleration the tach jumps up around 3 grand almost instantaneously and sounds like... well, the clutch is slipping.
my question is this... the slave actuator rod had a plastic "keeper" over it to keep the assembly retracted during installation, in which I snipped the straps and just left the plastic end cap over the rod in place after Installation. would the minute thickness of that cap be causing the throwout to not fully retract? Im going to post this query also in other areas and see is I can get a further input on the situation
now this question, I recently went through hell replacing the throw out bearing which was presumably bad. It had minor lateral play so it was replaced. I then spent as much time or more priming the hydraulics and after purchasing both new master and slave cylinders and bench bleeding the system the clutch disengaged like a champ. now it seems as though my clutch may be slipping! On above average acceleration the tach jumps up around 3 grand almost instantaneously and sounds like... well, the clutch is slipping.
my question is this... the slave actuator rod had a plastic "keeper" over it to keep the assembly retracted during installation, in which I snipped the straps and just left the plastic end cap over the rod in place after Installation. would the minute thickness of that cap be causing the throwout to not fully retract? Im going to post this query also in other areas and see is I can get a further input on the situation
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New User
Joined: Jan 2013
Posts: 17
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From: Shreveport, La
thanks Ian, I think I pretty much know what has to happen..... unfortunately I just leased her out and plan on doing some hot shot work. I just hope and can make a run or two before I have to dive back in and replace the frickin clutch!!
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ech0sh4y
1987 - 1996 F150 & Larger F-Series Trucks
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Jan 5, 2008 11:42 PM
