My brother got me a deal on a factory rebuild kit for our rear limited slip diff. Does anybody have any experience with work on this specific limited slip? I worked on open and locker rear ends but never limited slips. Isn't there at torque spec at what the clutches should break/slip that is measured at the wheel hub? Also, has anybody shimmed tighter than factory spec?
I'm going to make the best of what I've got - the factory limited slip. Any input would be great.
Thanks!
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Travis
1997 F-250 HD 4x4/OR SC LB XLT PSD E4OD 3.55LS, TDE1, Baby Swamps (150/146/A), BTS Trans, BTS programming, Front and Rear Replacements, Gooseneck, Autometer Pyro, Trans Temp and Boost in Rockin' S Pod, Cab/Clearance Lights installed, Tymar style intake, 6.0 Intercooler, Tru-Cool Max tranny cooler, Warn Premium Hubs, Shimmed FPR, Gutted EBPV, Super Duty 3" DP, 4" Exhaust, 175,000 mi., 7400 lbs., 310 HP 559 TQ
Seems like I've seen someone post on this up in the SD section. I think the clutch plates can be stacked where they are more effective. And shimmed too.
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Mine: 91 F250 Reg Cab 4x4 5spd 7.3IDI 4.10LS 145,000 miles. Banks Sidewinder 92 D60 F axle w 97 brakes and Powerlock. Lift: about 4" over stock 250. 33x12.50x16.5 Pro Comp MTs Magnaflow 12" muffler. Sees dirt everyday. Used to haul hay, wood, feed cows, check fence.
Hers: 96F250 CCSB 7.3 PSD 4x4 5spd 3.55 LS 190,000 miles. Puchased 7/03, Looked for a 5spd CCSB for a year!Dana 60 front axle, at stock F350 height (for now) Energy Poly bushings, Bilsteins, 305/70/16 Pro Comps on 16x10 Weld Outbacks, AFE Pro7,TYMAR 3x3.5x4 downpipe,TYMAR 5" straightpipe, gutted EBV, IH Non EBV pedistal,New Alliant AC Injectors,(stage 1)Cal reg kit, SBC Con O clutch, permenent clutch bushing fix, AC mod with a different twist, AMP Powersteps with custom brackets and wiring(one of 2 OBS trucks with them according to AMP) Line of Fire. Sees dirt everyday.
My Company pickup: 86 F250 6.9 C6 320,000 miles Co trucks 5 89 to 94 IDI's, plus about 50 more diesels.
Diesel Mechanic 28 yrs
I have a DanaPowerlocker in my front end. It is already a tough limited slip unit (arguably toughest) and when I bought it I had them put an additional clutch plate in it. I would not do that again. My front end might as well have a locker in it. I can turn the steering wheel more than half a turn in either direction while driving and it will whip back to straight up pretty hard. It really groans when I have to turn too.
My advice is if you have a Dana powerlocker in the front do NOT put the extra clutch pack in. If you are talking about the stock sterling rear end LS, then I would put in the additional pack in because that LS is much weaker to begin with than the powerlocker.
I seem to recall that a standard LS should have between 450 and 650 ftlbs break away torque at the wheel. I am guessing I am around 1000 ftlbs by the way it carves up the dirt when I turn with my powerlocker. When wheeling, if I lift a front wheel, I still can pull enough to slip a bit on the other wheel because I am still getting almost all the torque.
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'95 F250 XLT 4X4 Ext Cab long bed, 5 speed, SMFW, custom kevlar LuK clutch by Superior Friction San Jose, 3.55 LSD, '88 kingpin D60, Sky RSK with SD V code springs, 175K miles, ATS 1.15 BB turbo, BDP Stage 2.5 injectors, BDP fuel system, 4 line Stealth, '02 120V IDM, ARP studs, Spearco 7.3 intercooler, 3" intakes, Northern Diesel Performance 6-pos TS chip w/TW tunes, guages, Tymar intake, EBPS bypass mod, IH bellowed uppipes, 4" DP, straight exhaust, 200PSI train horns and 215A alternator..
Radarman, were there a few unplanned details to putting in your powerlock in the front? I have one in the front of the 91, got it free. But I had to shorten the axles a bit to gethem in there since the cross pin in the powerlock is a block and is thicker than the standard crosspin. Or did you get one new for the application that fir without mods?
BTW, I think the Powerlock is overlooked as being the best of both. It is a LS that gets tighter when there is more load on it. Too bad it's not made for the 10.25 / 10.5 axle.
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Mine: 91 F250 Reg Cab 4x4 5spd 7.3IDI 4.10LS 145,000 miles. Banks Sidewinder 92 D60 F axle w 97 brakes and Powerlock. Lift: about 4" over stock 250. 33x12.50x16.5 Pro Comp MTs Magnaflow 12" muffler. Sees dirt everyday. Used to haul hay, wood, feed cows, check fence.
Hers: 96F250 CCSB 7.3 PSD 4x4 5spd 3.55 LS 190,000 miles. Puchased 7/03, Looked for a 5spd CCSB for a year!Dana 60 front axle, at stock F350 height (for now) Energy Poly bushings, Bilsteins, 305/70/16 Pro Comps on 16x10 Weld Outbacks, AFE Pro7,TYMAR 3x3.5x4 downpipe,TYMAR 5" straightpipe, gutted EBV, IH Non EBV pedistal,New Alliant AC Injectors,(stage 1)Cal reg kit, SBC Con O clutch, permenent clutch bushing fix, AC mod with a different twist, AMP Powersteps with custom brackets and wiring(one of 2 OBS trucks with them according to AMP) Line of Fire. Sees dirt everyday.
My Company pickup: 86 F250 6.9 C6 320,000 miles Co trucks 5 89 to 94 IDI's, plus about 50 more diesels.
Diesel Mechanic 28 yrs
I don't know what he got the kit for, it was a gift to me, but he got a discount because of the shop he works for. I'm not sure of the arrangement in the stock rearend, if it is a clutch/steel alternating setup or like the Dana 80's where they didn't always alternate to make it less agressive.
I can easily alternate them for most aggressive, I just wish there was a way to determine proper spring pressure to achieve more aggressive operation. I think the Ford procedure uses a tool to determine how much shim to use, but I don't know how much I can go over that. I guess it's trial and error...
One more thing, what weight oil? I thought I read somewhere that Ford came out with bulletin that said we should now be using 75-140 in the rear. Is this true for the 10.25?
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Travis
1997 F-250 HD 4x4/OR SC LB XLT PSD E4OD 3.55LS, TDE1, Baby Swamps (150/146/A), BTS Trans, BTS programming, Front and Rear Replacements, Gooseneck, Autometer Pyro, Trans Temp and Boost in Rockin' S Pod, Cab/Clearance Lights installed, Tymar style intake, 6.0 Intercooler, Tru-Cool Max tranny cooler, Warn Premium Hubs, Shimmed FPR, Gutted EBPV, Super Duty 3" DP, 4" Exhaust, 175,000 mi., 7400 lbs., 310 HP 559 TQ
Do some searches over on the SD side, someone had posted exactly what you are looking for.
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Mine: 91 F250 Reg Cab 4x4 5spd 7.3IDI 4.10LS 145,000 miles. Banks Sidewinder 92 D60 F axle w 97 brakes and Powerlock. Lift: about 4" over stock 250. 33x12.50x16.5 Pro Comp MTs Magnaflow 12" muffler. Sees dirt everyday. Used to haul hay, wood, feed cows, check fence.
Hers: 96F250 CCSB 7.3 PSD 4x4 5spd 3.55 LS 190,000 miles. Puchased 7/03, Looked for a 5spd CCSB for a year!Dana 60 front axle, at stock F350 height (for now) Energy Poly bushings, Bilsteins, 305/70/16 Pro Comps on 16x10 Weld Outbacks, AFE Pro7,TYMAR 3x3.5x4 downpipe,TYMAR 5" straightpipe, gutted EBV, IH Non EBV pedistal,New Alliant AC Injectors,(stage 1)Cal reg kit, SBC Con O clutch, permenent clutch bushing fix, AC mod with a different twist, AMP Powersteps with custom brackets and wiring(one of 2 OBS trucks with them according to AMP) Line of Fire. Sees dirt everyday.
My Company pickup: 86 F250 6.9 C6 320,000 miles Co trucks 5 89 to 94 IDI's, plus about 50 more diesels.
Diesel Mechanic 28 yrs
Dude come to Corpus and get a detroit locker installed for 750.00 thats the quote I just got LOL! [img]/ubbthreads/images/graemlins/biggrin.gif[/img]I was told that stacking these things is like peeing against the wind .......I still might do it,I like to steer with the rear alot I think it's worth a try before laying out 750 thats an injector upgrade at best . [img]/ubbthreads/images/graemlins/rolleyes.gif[/img]P.S. my turd throws posi at the worst times like going 35 and ruggin it to get around some slap nuts who is scared of a little ole rain.Seriously give it a try all you are out is alittle time and some ol HEHE Let us know how it works.
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97 F-250 H/D 4 door 4X4 6'bed.Broke block building new engine! Oh well it ran14.96 at 89mph at Baytown!
Kenworth T-600 aerodyne 3406c CAT, with 18* "B" modle injection pump(was a freakin peak yuk),10 over trans,4.10 rears,Dual 150 gal. fuel tanks,Budwieser inspired custom hot rod flames.Going to work real soon Leasing to Landstar yeah!
89 mustang coupe single turbo 302 ,built c-4,running little rubber.
I hate Dodges, straight piped common rail cummings sound like crap!
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Do some searches over on the SD side, someone had posted exactly what you are looking for.
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To make it even easier, search under my username [img]/ubbthreads/images/graemlins/grin.gif[/img]
Stock breakaway for the LS unit is 20 ft-lbs [img]/ubbthreads/images/graemlins/eek.gif[/img], and the obs 10.25 "two pinion" carrier is extremely difficult if not impossible to tighten up, newer SD style fits perfect and no special tools needed to rebuild.
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97 F-250 H/D 4 door 4X4 6'bed.Broke block building new engine! Oh well it ran14.96 at 89mph at Baytown!
Kenworth T-600 aerodyne 3406c CAT, with 18* "B" modle injection pump(was a freakin peak yuk),10 over trans,4.10 rears,Dual 150 gal. fuel tanks,Budwieser inspired custom hot rod flames.Going to work real soon Leasing to Landstar yeah!
89 mustang coupe single turbo 302 ,built c-4,running little rubber.
I hate Dodges, straight piped common rail cummings sound like crap!
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Radarman, were there a few unplanned details to putting in your powerlock in the front? I have one in the front of the 91, got it free. But I had to shorten the axles a bit to gethem in there since the cross pin in the powerlock is a block and is thicker than the standard crosspin. Or did you get one new for the application that fir without mods?
BTW, I think the Powerlock is overlooked as being the best of both. It is a LS that gets tighter when there is more load on it. Too bad it's not made for the 10.25 / 10.5 axle.
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I got my powerlocker from Yukon Gear new and it was a direct drop in.. other than those press on bearings.. what a pain those were. Anyway, you are quite right, Powerlockers are pretty much the best you can get for a D60 short of a true locker. You should see how beefy they are. I think the center section was about 80 lbs at least. 3/4" steel everywhere. Powerlockers not made for the 10.25? shoot.. I was gunna get one if I could. Darn.
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'95 F250 XLT 4X4 Ext Cab long bed, 5 speed, SMFW, custom kevlar LuK clutch by Superior Friction San Jose, 3.55 LSD, '88 kingpin D60, Sky RSK with SD V code springs, 175K miles, ATS 1.15 BB turbo, BDP Stage 2.5 injectors, BDP fuel system, 4 line Stealth, '02 120V IDM, ARP studs, Spearco 7.3 intercooler, 3" intakes, Northern Diesel Performance 6-pos TS chip w/TW tunes, guages, Tymar intake, EBPS bypass mod, IH bellowed uppipes, 4" DP, straight exhaust, 200PSI train horns and 215A alternator..
I found your info and it helps a lot, thanks! But I guess you are saying the 10.25 is harder to tighten up than the 10.5? I could always find a used 10.50 ls carrier, but then I don't know if my 10.25 ls rebuild kit would work?
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Travis
1997 F-250 HD 4x4/OR SC LB XLT PSD E4OD 3.55LS, TDE1, Baby Swamps (150/146/A), BTS Trans, BTS programming, Front and Rear Replacements, Gooseneck, Autometer Pyro, Trans Temp and Boost in Rockin' S Pod, Cab/Clearance Lights installed, Tymar style intake, 6.0 Intercooler, Tru-Cool Max tranny cooler, Warn Premium Hubs, Shimmed FPR, Gutted EBPV, Super Duty 3" DP, 4" Exhaust, 175,000 mi., 7400 lbs., 310 HP 559 TQ
10.25 ls is hell compared to the sd-style unit. The clutches are different though, if you can exchange the clutch kit I know a guy that has a used sd ls unit that needs rebuilt, pm me for a price.
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