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Old Jun 25, 2010 | 11:19 AM
  #16  
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Originally Posted by stephen.south
The only years you can use is 85-92 kingpin and 93-97 balljoint. I got a kingpin out of an 88 and it bolted right in. Only thing is it is just a hair wider than the rear probably by about 3/4" on each side but it's not noticeable unless you look for it
I haven't taken a close look at many other trucks with a KPD60 but in my 87 with a stock one the front track width is I would guess about 2 inches wider then the stock rear 10.25. I have no idea why, it just is, and I think it holds true for all KPD60 trucks and maybe even BJ ones to.
 
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Old Jun 25, 2010 | 11:34 AM
  #17  
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I think, not completely sure, is the superduty D60 can steer sharper, which would be nice because with the ttb50 it takes and acre to turn around and mine is a crewcab shortbox. We also have an excursion and that can steer much sharper, but it is a slightly shorter wheel base.

The other thing to be aware of also I believe is not all superdutys came with D60, I think f250 or early superduties came with a D50.
 
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Old Jun 25, 2010 | 11:40 AM
  #18  
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Originally Posted by wildstang
I think, not completely sure, is the superduty D60 can steer sharper
I don't think that's true, I noticed the other day that I can turn sharper in my 87 Crew-LB w/KPD60 then my brother in his 02 Ex-cab LB w/BJD60 And I have bigger tires that rub my springs limiting my turning.
 
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Old Jun 25, 2010 | 11:43 AM
  #19  
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That claim might of been in 05 also when they went to coil springs, but like my disclaimer said I am not exactly sure.
 
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Old Jun 25, 2010 | 11:49 AM
  #20  
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Either way, the D60's are way better at turning than the TTB
 
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Old Jun 25, 2010 | 11:59 AM
  #21  
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how long should the swap take? this is with a d60 off of an obs truck like ours and having both truck on site doing the swap?
 
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Old Jun 25, 2010 | 12:06 PM
  #22  
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A little word of caution about the conversion, the 4x4 driveshaft some people say you can use the 250 shaft, some say you need to shorten it some, some use the 350 shaft (which has the constant velocity double ujoint) but the yoke on the 250 output shaft of the transfer case won't accept that ujoint. spicer makes a yoke that will fit the 250 output splines and mate up with the 350 ujoints. At some point I am going to call splicer and see if they make a hybrid ujoint to go from the 350 shaft and connect to the 250 transfer case yoke.
 
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Old Jun 25, 2010 | 04:55 PM
  #23  
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so will switching the transfercase work to make it a clean swap?
 
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Old Jun 25, 2010 | 05:43 PM
  #24  
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That transfer cases are the same. The u-joints are different between the F250 and F350.
 
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Old Jun 25, 2010 | 06:58 PM
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Yes using a 350 case will For some reason Ford used different cases with different output shafts from what people say.
 
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Old Jun 25, 2010 | 08:56 PM
  #26  
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But I don't remember reading if anyone has tried swapping a 350 yoke onto a 250 output shaft though.
 
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Old Jun 26, 2010 | 02:32 AM
  #27  
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I beleive COON did the yoke swap with some help from a file on the splines.
 
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Old Jun 26, 2010 | 08:12 AM
  #28  
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I don't remember I would Need to reread some threads. Spicer makes a yoke that will work but the peak of the splines need to Be filed down so they will fit into spline valleys Of the output shaft.
 
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Old Jun 28, 2010 | 01:44 PM
  #29  
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i saw a d60 off a 93 f350 at a local junk yard for $250 with the drive shaft. i'm just debating on digging into my injector upgrade stash.
 
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Old Jun 28, 2010 | 01:47 PM
  #30  
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For that price I would no question
 
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