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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.
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.
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.
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.
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.