I've had 4 diesel Excursions, 3 being 6.0's, when stock they all towed my 5-7k trailers well.

I currently have my 05 with 305 70 18's.

We live about 800 feet of elevation, we now tow a 9k 28' trailer. Most of the time it's over one coast range to the ocean or east to the mountains. Of the last 46k probably half have been towing.

Otherwise I live 30 blocks from my work. Very little freeway driving while being empty.

As time went on you tend to forget how the effect of loads and tire size has. Well a couple years ago we bought a stocker and it towed the load waaaay better with 265 75 16's.

So with stock tires and gears compared to my tires, 4.30 will put me at about 3.90 ish ad compared to stock tires.

I will welcome the extra 5% due to many towing or city mIles.

I float between 2000 and 2500 rpm doing 60 is because it stays unlocked and won't hold overdrive.

If I do 70 and it locks up I'm about 2k, but it's hard to go that fast out here pulling.

When on the freeway unloaded I drive basically 65 -68. We don't do 75-90 in Oregon.

And maybe I'll see a bit better mileage too.

 

I should add I have an Edge on the towing mode too.

 

You can have it tuned to where it will lock the converter up much sooner and it will be better for the tranny because a locked converter generates much less heat.

 

Ford injectors modified by Maryland Performance injectors and yes huge improvement. I still think 4.10s are in my future for towing performance.

 

That's good information, I think I'll like it in the end with the 4.30's.

It will also be better for take off and holding through the gears

 

Did you end up doing this?

 

No, not yet.

looking at other options since the bushings will alow the use of D44 lockers. One of which is a elocker.

my issue is I do all my own work and the shims have to be installed prior to the bushing. Which makes the shims non removable once bushing is in place. So you cannot adjust shims without destroying the $100+ bushings.

making sure all my "t's" are crossed and "i's" are dotted before I start buying parts.

 

If the bushings allow for the dana 50 bearings to fit on the dana 44 carrier then why wouldn't the dana 50 shims slide over the bushings? Does anyone have a picture of what these bushings look like?

 

I run a Trutrac up front in my 2000 Ford Excursion (V10 4x4 with 4.30's) that was modified my DTS. The front unit is a Trutrac 913A591 (Dana 44) with a thin sleeve pressed onto the ring gear side of the case for adaptation to the Dana 50. Bearings are part number LM104911A and JLM104948, and the shim kit is part number 701160X. I also have an Eaton Posi unit installed the 10.5 rear, part number 19694-010.

Overall, I like the performance of the TT unit and recommend DTS for traction products. The DTS guys know their stuff and I probably drove them crazy with all of the questions. The TT unit up front is grabby as hell on muddy roads and the truck still turns fine! Will get a chance to test the TT thoroughly in the PA snow this winter. Since I am off road only occasionally, I do not run all terrain tires due to the road noise and MPG losses, and still wanted to be able to put power down when needed to avoid getting stuck.

I avoided lockers due to the obvious drivability problems and to keep the setup simple (no push button anything) and predictable, since my application *is not for heavy off road use*. Would you let your wife drive an 8000# truck with a locker? For slower 4x4 driving in muddy slop, the TT front and Posi rear is a nice setup. I consider 4WD a low speed endeavor, and would never run with the TT up front potentially engaging in 4WD *at highway speed* in a low traction situation. For highway speed, I want the power off the front axle and the hubs unlocked so I can feel what the hell is going on up there. Hope this was helpful.

 

Does the sleeve press on where the carrier bearings go or where the ring gear is? I tried to contact DTS a few weeks ago about this but never got a response. Also what made you go with the Eaton Posi in the rear instead of a TrueTrac?

 

Any update on this? Still wanting to put a Truetrac in my Dana 50.

 

why not do an auburn select a loc? Best of both worlds for the d50. Limited slip or locked.
Downside is price and it uses clutches for the LSD.

Or just swap in a d60 from a wrecked truck if you want a TT.

I have to rebuild my rearend, so I'm contemplating auburn Detroit or TT. Unfortunately the auburn for a D80 is just an e locker. I'm leaning towards a TT as my factory LSD is all i need, i just don't want to have to worry about the clutches or running special gear oil/ additive.

Factory LSD has only failed me once. One side was on ice, other on dry pavement. But putting it in 4wd solved that issue.
I've never had an issue with a Detroit locker but they will pull sideways rather than push you straight down the road, which is why I'm leaning towards TT.

Also contemplating 4:30s over factory 4:10s but that might put rpms too high for my 35s. Might just drop down to 33s if/ when i wear out the 35s

 

I don't want a clutch type limited slip in the front because with the hubs locked the resistance from the clutches is always there when you turn, even in 2wd, I have a Lock Right in the front right now. For the rear I have had my Detroit locker in for about 6 years now and it has been great, never had any issues with it pulling me sideways going down the road, drives like a normal truck just with better traction.