So, I have a 1995 f250 SC 4x4 that I had purchased last June to replace a gas guzzling, weak 1999 f350 V10 I couldn't stand to drive anymore. I had the truck shipped from Texas to Virginia and I picked it up June 20th. It ran good, is rust free and all seemed well, until I took a closer look. The TTB front axle bushings, wheel bearings, hubs and leaf springs were all shot, as we're the cab mounts, key cylinders and shock absorbers. The trans was shifting hard *** hell and the bed was fastened down with two bolts. Needless to say, I thout I had bought a basket case, until today.

Between eBay, rockauto, dieselorings, Rudy's diesel performance a few other places, I have turned this truck into a 20 mpg + tow rig that can perform as well, or better than the newer trucks. Here's what I have and what I've done;

First of all, I considered doing a D60 swap. To hell with that. I have much experience with TTB axles in rangers and F150s. I made suspensions for them to handle jumps and rocks, with no problems. The biggest thing with those axles are good bushings. I installed all new polyurethane bushings, 4.5 degree adjustable alignment slugs, new wheel bearings, brakes, and mile marker stainless steel hubs I got on eBay for $60. I then addressed the leaf springs. This can be a touchy subject to some, as people prefer leaf spring add a leaf kits, some say replace the springs. I did a combination of both. I added an add a leaf and then installed an airbag kit to the leaf. I retained a good ride while increasing the capacity. Axle=bulletproof.

I then moved to the cab mounts. I removed the bed for easier access and removed each rubber bushing, one at a time and replaced with polyurethane ones. Cab is now level and matches bed body lines. As for the bed, I pulled all of the bolts and replaced with sae steel ones, proper length bushings and nuts, torqued to an extreme amount. The result, no more bed twist. It's solid.

When I first started driving the truck, it was getting 11 mpg. The fuel pump, fuel bowl, fuel lines and the fuel manifold on the pump were all leaking. I replaced and rebuilt everything for a grand total of $100 And my mileage climbed to 18.

I then concentrated on the transmission and it's hard shifting. I added a trans temp gauge from glow shift and found that the temp was climbing to over 300 degrees, while the converter was unlocked only. I found the converter's turbine vanes to be eroded so I ordered a triple disk converter from Florida torque converters.com. $250 shipped. I love it. Huge capacity, low price. Can't go wrong. I installed it, reserviced the transmission with Mercon v and drove it. Much better, but the shift patterns sucked.

Lastly, I purchased a TS six position switch. By far the best purchase yet. It has settings for stock, high idle, 50hp, 70hp, 100hp and 140hp and also changed the shift patterns and converter lockup. No more slamming and it feels like it has 6 gears now.

My truck has 3.55 gears and I have also installed a diamond eye 3" downpipe, gutted cat and removed the muffler. I just today, with the truck on the 70hp setting, clocked a 24mpg average.

 

What's the drivetrain?

 

What he said ^^^^ I'm assuming diesel of some sort, but beyond that, ????

 

Umm
I read it once and got all the info...
95 F250 (which is a d50 ttb) powerstroke (said fuel bowl, 3" downpipe and ts chip) sutomatic (replaced tw converter) and 355 gears...
What more info on drivetrain were you looking for.

 

Sorry, it is indeed a psd, auto with 3.55s. I have encountered a new problem as of last nights snow. My front axle has a noise/vibration when locked at higher speeds. I am assuming u joints in front axle shafts as the noise is present only when hubs are locked in.

 

Well ain't you special.

 

Lemonade out of a lemon.

Well done.

 

I'm guessing it could be the ujoints. Being there is 5 (6 if you have the double cardan) that spin when hubs are locked in.
I'd just check them all.
But, you also have the outer axle stub shaft bearing. Inside the spindle.

 

I swear if I ever do front u-joints I'm just going with a set of RCV joints.