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'05+ Ford Super Duty Dana 60 Axle Tech & Info

Do you have to go to a LKQ pick your part type place or anywhere off of this website?

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I'm at 93455 and ventura is closest location BUT it says it's a part of our Recycled division
 
OK cool I can make it over to bakersfield. I will try and call them first and see what they can do over the phone before I drive 2 hours to them unless necessary
 
HYDRODYNAMIC said:
My cad model of the 2005 F550 shows 10.155* between the pinion and the caster plane. Ride height is 8.57* caster with 1.57* pinion pointing up. Because the king pin inclination cants the caster pad on the top of the axle depending on how and what you use to measure with, I created a single plane between the ball joints to isolate the caster measurement. The cad model and the as built pictures look identical, but I have not field verified the angles.
Click to expand...
Any chance you can share where you got the cad model from?

Kevin
 
Ghetto Fab. said:
Any chance you can share where you got the cad model from?

Kevin
Click to expand...
Let me google that for you
43092.jpg
 
I want to buy & download it. But I wonder is it as good as the preview shows?

Front Axle F550 3D CAD Model - 3D CAD Browser

Download Front Axle F550 3D CAD Model for AutoCAD, SolidWorks, Inventor, Pro/Engineer, CATIA, 3ds Max, Maya, Cinema 4D, Lightwave, Softimage, Blender and other CAD and 3D modeling software.
www.3dcadbrowser.com www.3dcadbrowser.com

EDIT: also, it doesn’t help that the f450/550 use different knuckles and inner Cs, which is not what we are after on here.
fetch-id-14321-jpg.jpg
 
Can anyone confirm that the 2005-2016 unit bearings are all dimensionally identical and interchangeable, but for the different ABS tone rings and/or ABS sensor or plug.
 
Superduty said:
Can anyone confirm that the 2005-2016 unit bearings are all dimensionally identical and interchangeable, but for the different ABS tone rings and/or ABS sensor or plug.
Click to expand...
I don't know what they changed in 2011, but according to Rock Auto, there is some sort of split from 2005-2010 and 2011-2016. I'm curious if anyone knows what the change was.

The DRW vs SRW difference is just which lug studs are pressed in, so if you're re-drilling, you can buy whichever are cheaper.
 
I'm also curious about what the difference between the two year splits would be.

For F250/F350, I have the following two numbers:
TIMKEN SP940200 which is for 05 to 10... when I pulled the number from RockAuto, it was ~$224 ea.
TIMKEN HA590435 which is for 11 to 16... when I pulled the number from RockAuto, it was ~$245 ea.

No idea on the difference but I'm not sure I'd sweat ~$20 difference.
 
I have the SP940200 sitting in my garage and have ordered the HA590435, which should arrive on Monday. I will compare and see if I can figure out the difference.

I think it is gonna be in the ABS tone ring or the ABS electrical plug, but I'm totally guessing. Comparing the pictures on Rock Auto they look very similar.
 
Superduty said:
I have the SP940200 sitting in my garage and have ordered the HA590435, which should arrive on Monday. I will compare and see if I can figure out the difference.

I think it is gonna be in the ABS tone ring or the ABS electrical plug, but I'm totally guessing. Comparing the pictures on Rock Auto they look very similar.
Click to expand...
I think you are correct.
 
Anyone happen to know if the coil springs are dead-vertical on the 2005+? Or do they lean inboard? (i.e. difference in coil spacing between diff and frame buckets.)
 
Anyone know how I get an 8 x225mm wheel bolt pattern on a 2013 + F250 SD 60 axle?
 
u2slow said:
Is it 8x170mm still? Have you tried the 99-04 f450/550 dually adapter?
Click to expand...
If they're not, pretty sure an earlier wheel bearing will make them be.

I will get my hands on a set.
 
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TIMKEN SP940200 which is for 05 to 10.
TIMKEN HA590435 which is for 11 to 16.


I received the HA590435 (the ABS cord was torn off during shipping) and compared it to the SP940200. They are identical, but for the ABS connector. I am not sure if the tone ring embedded into the unit bearing is different as that is not visible.

In the photos below the SP940200 is on the left. Both are Timken.




20211120_130430_copy_1612x1209.jpg




20211120_130434_copy_1612x1209.jpg



20211120_130406_copy_1612x1209.jpg




20211120_130358_copy_1612x1209.jpg




HA590435
20211120_130253_copy_1209x1612.jpg



SP940200
20211120_130343_copy_1209x1612.jpg
 
What's the max tire diameter this axle, with 1550 factory joints will support?
 
Grendel said:
What's the max tire diameter this axle, with 1550 factory joints will support?
Click to expand...
Depends your powertrain and how heavy your foot is.
But at the end of the day it's still a non chromo 35sp shaft.

I'd say 37s if you're abusive, 40s if you're not.

Vehicle weight plays a role too.
 
Some photos comparing the 05-12 and 13-16 knuckles from a Ford 250/350 (and I think maybe some 450s and 550s - need to research that). Besides the wider spread on the caliper bracket mounting holes and the "window" on the 13-16, the knuckles are pretty much the same.

The black one is the 05-12.


20211122_203609_copy_1612x1209.jpg


20211122_203413_copy_1209x1612.jpg


20211122_203500_copy_1209x1612.jpg


20211122_203523_copy_1209x1612.jpg
 
Bebop said:
Vehicle weight plays a role too.
Click to expand...
Grendel said:
What's the max tire diameter this axle, with 1550 factory joints will support?
Click to expand...


Vehicle weight plays a huge role. The torque load on the shaft is a product of the traction of the tire multiplied by the radius of the tire (assuming the tire slips before the shaft breaks which is what you want). The traction force is a product of the normal force (the weight on that tire) and the coefficient of friction. Obviously these variables can be hard to predict, and shock loading is a different animal, but you can simplify it for a relative comparison.

Stock '05 Dana 60s have a minimum 1.356" diameter for the stock 35 spline shafts and we assume induction hardened 1040 for the material (~106,000PSI Tensile Yield), then we can expect the stock shafts to yield at about 2,600 FtLbs. Most tires have a coefficient of friction of ~.8 on paved surfaces.

If a tire is carrying 2,000Lbs (say under a diesel truck), then the tractive force is 1,600Lbs. Therefore if the radius of the tire is 19.5", the shaft will yield at the same point the tire begins to slip. So a 39" tire.

Now if the tire is carrying 1000Lbs (what my personal rig is on a front tire), the tractive force is 800Lbs, and it will take a 78" tire to yield the shaft at the same point the tire starts to break traction.

Now if you were to run a 4340 shaft (210,000PSI yield) with the same minor diameter, the torque to yield would increase to about 5,150FtLbs. Those tire sizes in the previous example would increase to ~77" and ~154" respectively. Obviously off road the shafts will see much worse scenarios than being able to slip a tire on a flat paved surface and bigger tires will also increase the weight at the contact patch in addition to the lever arm, but my point was to illustrate how big of a role weight plays.
 
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'84 Bronco II said:
Vehicle weight plays a huge role. The torque load on the shaft is a product of the traction of the tire multiplied by the radius of the tire (assuming the tire slips before the shaft breaks which is what you want). The traction force is a product of the normal force (the weight on that tire) and the coefficient of friction. Obviously these variables can be hard to predict, and shock loading is a different animal, but you can simplify it for a relative comparison.

Stock '05 Dana 60s have a minimum 1.356" diameter for the stock 35 spline shafts and we assume induction hardened 1040 for the material (~106,000PSI Tensile Yield), then we can expect the stock shafts to yield at about 2,600 FtLbs. Most tires have a coefficient of friction of ~.8 on paved surfaces.

If a tire is carrying 2,000Lbs (say under a diesel truck), then the tractive force is 1,600Lbs. Therefore if the radius of the tire is 19.5", the shaft will yield at the same point the tire begins to slip. So a 39" tire.

Now if the tire is carrying 1000Lbs (what my personal rig is on a front tire), the tractive force is 800Lbs, and it will take a 78" tire to yield the shaft at the same point the tire starts to break traction.

Now if you were to run a 4340 shaft (210,000PSI yield) with the same minor diameter, the torque to yield would increase to about 5,150FtLbs. Those tire sizes in the previous example would increase to ~77" and ~154" respectively. Obviously off road the shafts will see much worse scenarios than being able to slip a tire on a flat paved surface, but my point was to illustrate how big of a role weight plays.
Click to expand...
Really good data, thanks.
 
Good morning,

I am gathering parts for the next project. I am running a C & C 14 bolt, at 63" WMS to WMS for the rear. I have a partial Dana 60 from an 05. I am intending to narrow the housing, I know what to do with shafts etc.

Regarding brakes and bolt patterns, I will most likely run the SD hubs and redirill them myself.

What are the options for lighter brakes that are 8 x 6.5 BP for the front? Ideally I would like to run GM rear rotors on the front just like the 14 bolt disk conversion.

Happy to make mounts or whatever. Any ideas or links to what others have done?
 
More random info:
Apparently, the snap rings that keep the outer axle shaft in place on the unit bearing are notoriously stubborn. I tried with a good set of Knipex Pliers and got lucky on the first side. I spent a good hour + trying the other side and never got close. Thats when I found these snap ring pliers specifically made for these 05+ Super Dutys because they are such a pain.

Screenshot_20211129-034254_Chrome.jpg


Lisle 38700 Spindle Snap Ring Pliers Ford SD https://www.amazon.com/dp/B089NDK12M/ref=cm_sw_r_awdo_navT_g_53316NJXDQV6RKGH893C

I bought a pair and got the snap ring out in about 10 seconds!
 
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