05+ Super Duty Axle Swap Guide for OBS Ford F-250

’05+ SUPER DUTY AXLE SWAP

The Axle And Suspension Conversion That Brings Your OBS Ford Into The Modern Age

More than a quarter-century after production ended, old body style Fords remain popular—especially the 7.3L Power Stroke equipped versions offered from ‘94.5-’97. But just because OBS fans are holding onto their favorite body style doesn’t mean they aren’t interested in improving a few things or making significant upgrades.

Case in point, when the leaf spring solid front axle option gave way to coil springs for 2005 model year Super Duty’s, everyone took note of the improvements in ride quality, strength, and turning radius. Fast-forward a few years, when late-model Super Duty’s starting showing up in wrecking yards and OBS enthusiasts began getting their hands on the more modern running gear, and the ’05-newer axle and suspension conversion trend began to take off.

If you are also planning a heavy-duty gearbox conversion on a late-model tow rig, studying the structural requirements of a 4th gen Dodge Ram manual swap provides valuable insight into transmission crossmember modification and hydraulic clutch plumbing.

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This is the source behind the bulk of many ‘05+ Super Duty swaps: the twin traction beam (TTB) Dana 50 under 4×4 OBS Ford F-250’s. While four-wheel drive F-350 trucks of the same era lucked out with the solid Dana 60, the ¾-tons were stuck with IFS front-ends. Unlike the leaf sprung Dana 60, the TTB Dana 50 (also leaf sprung) has many more points of wear, which include but aren’t limited to axle beam pivot bushings and shackle bushings, not to mention rampant alignment issues when larger tires are in the mix.

Today, virtually every OBS owner has heard of the swap (often referred to as an “05+ Super Duty Swap”). And for many who’ve chosen to scrap the tired TTB Dana 50 arrangement under their F-250 in favor of a solid front axle, an ’05-newer coil spring and radius arm suspension makes a lot of sense.

This time, we’re highlighting what’s involved in the highly-popular conversion process. From parts-scavenging conversions performed by the DIY’er on a tight budget to all-out, show-quality builds with additional lift, ’05+ Super Duty axle swaps run the gamut.

So we’ll share which components you’ll have to source on your own, the odds and ends that will be required to make everything work, and also showcase the comprehensive aftermarket part kits that simplify the process.

Instead of rebuilding the TTB when the time comes (often prematurely), a lot of OBS owners pull the trigger on a solid axle swap—and some go all-in on ’05-newer axles, complete with front coil springs and radius arms. The result is vastly improved ride quality, a stronger front suspension, and a tighter turning radius.

To pull off the ‘05+ swap, you’ll first have to source the front axle. Any Dana 60, be it from an ’05-’07, ’08-’10 or ’11-’16 will work, and oftentimes the axle and suspension are purchased together. Some even score an entire wrecked Super Duty for an affordable price to get everything they need.

If you have an unknown model year ’05-’16 axle, it can be identified by looking at the front sway bar end links. On ’05-’07 models, the bushing will be on the bottom and the stud on top. On ’08-’10 models, there will be a bushing on the top and bottom. And on ’11-’16 axles there will be a stud on top and on bottom. The photo shown here illustrates all of the above and comes courtesy of Sky’s Offroad Design.

If you go with aftermarket radius arm frame brackets, follow the instructions to a T. Key measurements will include the distance from the cab mount to the holes in the bracket you’ll have to drill out. Getting this correct is paramount.

Sometimes, coil springs and radius arms can be found and/or bought together. Just remember you need the right and left coil buckets as well—not to mention that half a dozen different spring codes exist, signifying different spring rates, for factory coil springs. Look for those specific codes and spring rates later in this piece.

When it comes to the radius arms, don’t forget the frame brackets. Either OEM or aftermarket versions can used. As for the install, it pays to not be intimidated. In the grand scheme of things, an ‘05+ axle and suspension swap is more about taking measurements and drilling holes than anything else. Don’t over-think it. As you can see here, the factory radius arm frame brackets install very close to the front cab mounts on an OBS.

No matter which radius arm frame brackets you choose, make sure that section of the frame is clean prior to install. That means prepping the area first via rust removal and paint (if necessary). Once the radius arm brackets are in place on the frame, all fasteners should be torqued to factory specifications.

Shock absorber selection shouldn’t be overlooked in an ’05+ axle swap, especially with most shocks being affordable enough even with custom-valving specific to your application. The Fox Performance Series 2.0 shock pictured is both valved appropriately in its OBS application and is the correct length for the added ride height the owner’s coil spring choice provided.

The Fox Performance Series 2.0 shock is a proven performer in OBS axle swap applications correctly valved for the added weight of the Dana 60 and available in lengths that accommodate both stock-height and lifted configurations.

Buy now: Fox Performance Series 2.0 Shocks on Amazon

A front sway bar complete with end links will be required for the swap, and it pays to go with fresh end link bushings here. Remember, the sway bar (antiroll bar, anyone?) is present to help reduce body roll in an effort to keep the frame as parallel to the ground as possible, which optimize your tires’ contact patch with the road.

As for the track bar (i.e. panhard bar), the do-it-yourselfer will have to fabricate his or her own track bar mount. Others can source an aftermarket version through outlets like Sky’s Offroad Design or RYD Motorsports. According to many who’ve performed the swap, the ’05-’16 adjustable track bar offered by Icon Vehicle Dynamics is one of the best on the market, allowing you to fine-tune and precisely align your front-end track alignment. It’s important to note here that the OBS engine cradle may require a little trimming in order for an adjustable track bar to clear it.

The RYD Motorsports track bar mount accommodates your Super Duty-intended track bar and also ties in to the back side of the engine cradle. We’ll note that is also comes with Grade 8 mounting hardware. And in case you were wondering, all of RYD’s ‘05+ conversion bracketry ships in bare steel form. You’ll need to powder coat or paint all components before install.

The appropriate sway bar mount will be a requirement that you’ll either have to fab up yourself or get from (once again) either Sky’s Offroad Design or RYD Motorsports, both of which sell versions specifically designed for OBS trucks. The RYD version is pictured here.

The more factory Super Duty steering parts you retain, the easier the swap will be. In order to make the OBS pitman arm work, it will have to be shortened and machined to accept the Super Duty steering. RYD Motorsports offers a pitman arm for OBS trucks from stock height to 3-inches of lift, and a drop pitman arm that accommodates trucks with as much as 8-inches of lift.

With ‘05+ axles under your OBS you’ll finally have bigger brakes and better stopping power. However, you should decide early on if you want to control the 4-way disc brakes via vacuum pump (factory OBS), or if you plan to upgrade to hydroboost. As a helpful hint, an F-Super Duty booster, power steering lines, return line, and the master cylinder and reservoir will all bolt right in. A front, 13.66-inch diameter EBC brake rotor intended for an ’06 F-250 Super Duty, available from our friends at Riffraff Diesel, is shown here.

Although not as glamorous as the coil spring, radius arm ‘05+ Dana 60 up front, a rear 10.5-inch Sterling is a mandatory part of the axle conversion process. And while a ’99-’04 version will certainly work, the ’05-’16 10.5-inch is preferred because of its larger brakes. The rear rotors on a ’99 F-250 measure 13.03-inches (od) vs. 13.39-inches starting in ’05.

There are several roads you can travel down as far as driveshafts are concerned. We’ve seen Super Duty axles be made to work, but more often than not we see OBS owners stick with their original driveshafts. Of course, depending on the ride height you choose (i.e. lifted or lowered), you may also have to shorten or lengthen your driveshafts.

The easiest way to make your OBS driveshaft work with a Super Duty axle is by using RYD Motorsports’ driveshaft conversion kit. Its kit provides for a U-joint being used up front, and a flange being used in the rear to seamlessly adapt your old driveshaft to the new axle.

When you’re transferring over or selecting your rear leaf spring packs, keep in mind that correctly-sized blocks are the best way to achieve your target rear ride height. In direct factory ‘05+ axle and suspension swap-overs, we’ve seen the 3-inch rear blocks utilized the most.

Back in the day, outfitting an OBS with ’05-newer axles was a total DIY job and aside from a few in-the-know on the forums, you were essentially on your own in handling the swap. Garret Mazon committed to ‘05+ swapping his ’95 F-250 more than a decade ago and pulled it off with help from Complete Performance, several enthusiasts on the Power Stroke forums, and close friends and relatives for in-person labor. His ’06 axles and suspension were found in local junkyards and his OEM aluminum 17×7’s were sourced from eBay.

Today you’re no longer on your own, as several aftermarket companies offer complete kits to help simplify the conversion process. Among them is the aforementioned RYD Motorsports and Sky’s Offroad Design, as well as Blowing Diesel. The kit from Sky’s Offroad Design (shown) is designed for ’92-’97 F-250 and F-350 trucks and can be ordered to fit ’05-’16 Dana 60 axles (which are broken down into ’05-’07, ’08-’10, and ’11-’16 versions). Sky’s kit comes with stock height (and right and left) coil buckets, right and left radius arm frame brackets, right and left sway bar brackets, a panhard bar bracket, a machined flat pitman arm, all necessary hardware. Everything is laser cut, CNC formed, welded to perfection, and the all-inclusive kit retails for $1,532.00.

What we really like to see is a company taking care of manual transmission OBS owners, and RYD Motorsports’ ZF-5 crossmember does exactly that. It’s designed to fit inside the frame rails of your OBS and use the same mounting holes as the company’s radius arms to ease the installation process. The crossmember loops over the top of the driveshaft, offers plenty of clearance, is CNC cut and bent, and is made from ¼-inch thick steel.

At a similar price point ($1,549.99), RYD Motorsports’ ‘05+ Super Duty axle swap kit is designed to retain and use all the factory parts from the ‘05+ suspension and steering in order to keep the swap process as straightforward as possible. The company’s kit includes stock height fabricated coil buckets (pictured), radius arm frame brackets, a track bar bracket, sway bar brackets, a pitman arm (which has been machined to accept Super Duty steering), and Grade 8 hardware. To minimize drilling, all brackets bolt in and locate using existing holes in the OBS frame.

One of the complaints some high-horsepower OBS owners have with an ‘05+ Super Duty axle swap is the same front-end bouncing that occurs on ’05-newer trucks in four-wheel drive. To solve the problem, RYD Motorsports offers a short-arm four-link system. It keeps the front axle planted, and improves stability and caster control during wheel travel. With a four-link system, you’re able to enjoy the improved ride quality the coil spring suspension provides without sacrificing traction during boosted, 4×4 launches.

For all-out, show-quality OBS builds, RYD again has an answer. Its 8-inch front and rear coilover kit is intended to help you clear massive rolling stock. The system entails sway bar and end links, an 8-inch track bar kit, coilover buckets and axle mounts, four-link bars for both the front and rear, a cradle, rear trusses, conversion U-joints, brake lines, and overlays for everything.

If you wanted a crew cab 4×4 with a short bed in the 1990s, it had to come in F-250 form. This meant your truck rode on the TTB Dana 50—until you converted it to a solid axle. Andy Inman switched over to a leaf sprung Dana 60, then a few years later pulled the trigger on ’08 Super Duty axles and suspension. The front coil spring, radius arm suspension was installed in two evenings after work at his place of business in Park Hills, Missouri: Andy’s Garage Service.

One of the benefits of running Super Duty axles is that you get the 8 on 170mm bolt pattern (vs. the OBS trucks’ 8 on 6.5), which means you get to bolt Super Duty wheels on without the need for adapters. However, you will likely have to source your own Super Duty wheels, be they aftermarket or OEM 17×7’s. Here, Andy Inman’s ’97 F-250 sports a set of 20-inch wheel off of a ’15 King Ranch Super Duty. As for overall tire diameter, you can run a 34-inch tire on stock ’05 coil springs and still enjoy ample clearance.

Browse more Ford diesel tech articles covering suspension, drivetrain, engine upgrades, and maintenance.

What You’ll Need To Obtain And/Or Do On Your Own:

Front axle (be it a Dana 60 from an ’05-’07, ’08-’10 or ’11-’16)
Coil springs (be advised that different factory spring rate coils exist
Different spring rates by code:
- ACD = 4,000-lb
- ADD = 4,400-lb
- AED = 4,800-lb
- AFD = 5,200-lb
- AGD = 5,600-lb
- AHD = 6,000-lb
Radius arms
Track bar
Sway bar with end links
Steering components from the pitman arm down
Rear axle (can be a ’99-’16 10.5-inch, but the ’05-’16 is preferred because of the larger brakes)
Appropriate height rear blocks
Source new power steering lines
Shorten the steering linkage/pitman arm or purchase aftermarket
Fabricate a new track bar mount or purchase aftermarket
Decide if you want to control the 4-way disc brakes via vacuum pump or if you want to convert to hydroboost
Source different length brake lines

SOURCES

1023 Diesel & Fleet
833.773.1023
1023diesel.com

Andy’s Garage Service
573.431.2626

Blowing Diesel
blowingdiesel.com

Complete Performance
409.383.6004
cpaddict.com

Icon Vehicle Dynamics
951.689.4266
iconvehicledynamics.com

Riffraff Diesel
541.879.1052
riffraffdiesel.com

RYD Motorsports
604.210.5170
rydmotorsports.com

FREQUENTLY ASKED QUESTIONS

Is the axle swap kit intended for off-road use only?

Yes, the axle swap kit is specifically designed for off-road use. These kits are engineered with the rugged demands of off-road adventures in mind, enhancing the durability and performance of vehicles traversing tough terrain.

Why It’s Suitable for Off-Road

Enhanced Durability: The components are crafted to withstand the harsh conditions of rocky trails and uneven surfaces, ensuring longevity and reliability when the going gets tough.
Improved Performance: Off-road trails often present unique challenges, like steep inclines and sudden drops. The axle swap kit offers improved articulation and ground clearance, which is crucial for tackling such obstacles effortlessly.
Custom Modifications: These kits allow for extensive customization, letting users tailor their vehicles specifically for off-road adventures. Features like increased tire clearance and reinforced axle shafts are just some enhancements that improve off-road capability.

Considerations for Road Use

Legal Restrictions: Many regions have regulations that restrict the use of certain off-road modifications on public roads due to safety standards. It’s essential to check local laws if you intend to use a vehicle with this kit on paved roads.
Ride Comfort and Handling: While excellent for rough terrains, these kits might affect on-road ride comfort and handling, making them less ideal for everyday road use.

In summary, the axle swap kit is ideally suited for those who prioritize off-road excursions. If your adventures often lead you off the beaten path, this kit is an excellent choice. However, always ensure compliance with local vehicle regulations if you plan to occasionally hit the highway.

What are the specific customer feedback and experiences with the axle swap kit?

Overall Impressions

Customers are generally delighted with the quality and craftsmanship of the axle swap kit. Common praises include top-notch materials and welding, making the products stand out in terms of durability and finish. The hardware is designed with precision, ensuring a solid fit and enhancing vehicle performance.

Installation Experiences

Feedback indicates varied installation experiences depending on vehicle models. For instance, users installing the kit on a 1994 Bronco with a 5.8 engine noted that, while possible, it required custom fabrication for certain brackets. Nonetheless, the kit seems to fit perfectly for other vehicles such as the Ford F350, particularly models from 1997upgraded with 2009 parts, with straightforward instructions and alignment with existing frame holes.

Customer Service

Customer service receives high marks across a range of reviews. Buyers appreciate the responsiveness and expertise of the support team, highlighting the ability to speak directly with knowledgeable staff. This personalized assistance helps customers navigate both installation intricacies and any required additional components.

Can the kit be used for both 2WD and 4WD vehicles?

The kit is designed primarily for 4WD applications but can be adapted for 2WD trucks with additional modifications including extra drilling and shimming.

Features

Versatile Compatibility: Whether your vehicle is 2-wheel drive or 4-wheel drive, this kit has you covered.
Customizable Options: Before adding to your cart, simply select your vehicle’s drivetrain type to ensure optimal performance and fit.

Simple Selection Process

Identify Your Vehicle Type: Determine if your vehicle is 2WD or 4WD.
Make Your Choice: Select your preferred drivetrain option from the dropdown menu during the purchase process.

This ensures that you’ll receive components tailored specifically to your vehicle’s needs. Enjoy the flexibility without compromising on quality!

What is included in the Ford OBS 05+ Axle Swap Kit?

Stock height fabricated coil buckets (pictured)
Radius arm frame brackets
Track bar bracket
Sway bar brackets
Pitman arm (which has been machined to accept Super Duty steering)
Grade 8 hardware

This comprehensive kit ensures that each component is tailored to fit seamlessly with your existing setup. By focusing on compatibility with factory parts, the swap process is not only simplified but also maintains the integrity and performance of your vehicle’s suspension and steering systems. Whether you’re upgrading or replacing, this kit provides all the essentials for a smooth transition to the ‘05+ axle configuration.

Which vehicles are compatible with the Ford OBS 05+ Axle Swap Kit?

Today you’re no longer on your own, as several aftermarket companies offer complete kits to help simplify the conversion process. Among them is the aforementioned RYD Motorsports and Sky’s Offroad Design, as well as Blowing Diesel. The kit from Sky’s Offroad Design (shown) is designed for ’92-’97 F-250 and F-350 trucks and can be ordered to fit ’05-’16 Dana 60 axles (which are broken down into ’05-’07, ’08-’10, and ’11-’16 versions).

Compatibility and Modifications

Fits: 1992-1997 F250, F350
Additional Adjustments Needed For:
- F150, Bronco, and 1980-1991 2WD Trucks: May require additional holes drilled and a 1/4″ shim at the frame rail for the track bar bracket.
- ZF5 Trucks: Crossmember modification is necessary.
- Engine Crossmember: Minor trimming might be required for track bar clearance, ranging from 1/6″ to 1/4″.

These detailed specifications ensure you have all the information needed to determine compatibility and any required modifications for a successful swap, enhancing the ease of upgrading your vehicle with modern axle technology.

Are there specific models that do not require these modifications?

The 1992-1997 F250 and F350 models do not require these additional modifications for compatibility.

Are there any modifications required for certain vehicle models when using the kit?

One of the complaints some high-horsepower OBS owners have with an ‘05+ Super Duty axle swap is the same front-end bouncing that occurs on ’05-newer trucks in four-wheel drive. To solve the problem, RYD Motorsportsoffers a short-arm four-link system. It keeps the front axle planted and improves stability and caster control during wheel travel. With a four-link system, you’re able to enjoy the improved ride quality the coil spring suspension provides without sacrificing traction during boosted, 4×4 launches.

However, when considering this upgrade, it’s crucial to be aware of the specific modifications needed for different vehicle models:

Compatibility Notes:
- Fits seamlessly with 1992-1997 F250 and F350 models.
- For F150, Bronco, and 80-91 2WD trucks, additional drilling is necessary. A 1/4″ shim at the frame rail may also be required for the track bar bracket.
- ZF5 trucks will need modifications to the crossmember.
- You might need minor trimming of the engine crossmember for track bar clearance, ranging from 1/6″ to 1/4″.

By addressing these specific requirements, you can ensure a smoother installation process, enhancing the performance benefits of your axle swap.

What are the additional notes or considerations when purchasing the axle swap kit?

At a similar price point ($1,549.99), RYD Motorsports’ ‘05+ Super Duty axle swap kit is designed to retain and use all the factory parts from the ‘05+ suspension and steering in order to keep the swap process as straightforward as possible. The company’s kit includes stock height fabricated coil buckets (pictured), radius arm frame brackets, a track bar bracket, sway bar brackets, a pitman arm (which has been machined to accept Super Duty steering), and Grade 8 hardware. To minimize drilling, all brackets bolt in and locate using existing holes in the OBS frame.

Additional Considerations:

Raw Steel Shipping: The kit ships in raw steel, so be prepared for any necessary finishing or corrosion protection.
Drive Shaft Modifications: You might need to modify the drive shaft to fit the new setup, a crucial step for ensuring optimal performance.
Wheel Specifications: Your wheel bolt pattern will now be 8×170, requiring a minimum 17″ wheel. Check compatibility before purchase.
Customization Options: There’s no logo option available on the coil buckets. If preferred, leave a note under Order Special Instructions to request this.
Lead Time: Allow for a lead time of 1+ week when planning your project to accommodate for shipping and any unforeseen delays.

These additional notes are vital for ensuring a smooth installation process and achieving the best results from your axle swap kit. Planning ahead with these considerations will help you integrate the new components seamlessly into your vehicle.

Is there an option to add a crossmember to the axle swap kit?

What we really like to see is a company taking care of manual transmission OBS owners, and RYD Motorsports’ ZF-5 crossmember does exactly that. It’s designed to fit inside the frame rails of your OBS and use the same mounting holes as the company’s radius arms to ease the installation process. The crossmember loops over the top of the driveshaft, offers plenty of clearance, is CNC cut and bent, and is made from ¼-inch thick steel.

For those considering an axle swap kit, there is indeed an option to add a crossmember. Choose from:

BDD ZF5 Crossmember 2 1/4″ Center to center: An ideal fit for precise setups, priced at $549.99.
BDD ZF5 Crossmember 2 3/4″ Center to center: Offers slightly more flexibility in mounting, also priced at $549.99.

These options ensure that whether you’re looking for specific dimensions or robust support, the crossmember can be seamlessly integrated into your build, providing the perfect combination of strength and adaptability.

What is the cost of the crossmember add-on?

Each crossmember option is priced at an additional $549.99.

What are the specifications of the available crossmember options?

There are two crossmember options available with different center-to-center measurements: one at 2 1/4 inches and another at 2 3/4 inches.

What is the recommended procedure for swapping pinion holes in an axle swap?

Swapping pinion holes during an axle swap can be a straightforward process if you follow these steps:

Understand Your Requirements:
- Identify whether you’re working on the rear or front pinion hole. This distinction matters for the type of components you’ll need.
For Rear Axle:
- Utilize the pinion hole from your existing rear axle. By reusing parts from the original setup, you maintain compatibility with the drivetrain.
For Front Axle:
- You’ll need a universal joint (U-joint) that bridges the size difference between the original and new pinion hole. Look for a U-joint that converts from a 1330 to a 1350 series. This ensures a tight fit and secure connection.
Installation Process:
- Remove the Original Pinion Flange: Carefully detach it by unscrewing any bolts or fasteners.
- Align the New U-Joint: Once the appropriate U-joint is selected, align it to fit both the existing driveshaft and the new pinion flange.
- Seal and Tighten: Ensure all components are properly sealed to prevent leaks. Secure all fasteners tightly to avoid any movement during operation.
Test the Setup:
- After installation, conduct a thorough test drive to confirm that the axle swap is functioning smoothly without any vibrations or noises.

Following these steps will help you successfully swap pinion holes in an axle swap, ensuring optimal performance and structural integrity.

What are the potential issues with using stock coil buckets during an axle swap?

When tackling an axle swap, particularly aligning with Super Duty configurations, there are a few considerations regarding stock coil buckets that you should keep in mind. Here’s a detailed look at potential issues and solutions:

Compatibility with Coil Springs: Stock coil buckets might face compatibility issues with certain coil springs. If you decide to use Super Duty coil springs, ensure they fit properly within the stock coil buckets to prevent misalignment or inadequate suspension support.
Leveling Challenges: You might encounter a need to level the front and rear suspension systems. This can arise due to variations in spring sizes or the different weights they handle during operation. Consider using adjustable coil spacers or air suspension kits to achieve a balanced stance.
Coil Spring Alignment: A significant concern is the potential for coil springs to lean at an angle when using stock coil buckets. This slight leaning is generally not a major problem but could affect ride quality over time unless addressed. Ensuring proper alignment during installation can minimize this issue.
Brackets and Supporting Components: To enhance stability, consider upgrading to aftermarket trac bar and radius arm brackets. These components can help maintain proper alignment, reducing strain on the coil buckets and springs.

By addressing these issues and considering aftermarket solutions where necessary, you can achieve a more efficient and well-functioning axle swap.

Is leveling needed between the front and rear suspension in an axle swap?

When performing an axle swap, it’s common to consider whether leveling is necessary between the front and rear suspension. Here’s a breakdown to help you decide:

Stock Coil Buckets: Assess the compatibility of the stock coil buckets with the new axle. Occasionally, modifications may be needed to ensure proper fitment and alignment, which could affect ride height.
Aftermarket Coil Springs: Upgrading or changing coil springs can significantly impact the vehicle’s stance. Many opt for aftermarket options like those from Superlift or Rough Country to achieve a balanced look. These springs can be selected based on desired ride height and load-bearing capacity, helping to level the vehicle if required.
Leveling Kits: If there’s a noticeable height difference after the swap, a leveling kit might be the solution. Kits are available that can raise the front or rear of the vehicle to achieve the desired stance. Consider adjustable coilover systems or spacers, which offer flexibility in leveling.
Wheel Alignment: After making changes, always conduct a comprehensive wheel alignment. This ensures not only that the suspension is balanced but that it also maintains proper handling and tire wear.

In conclusion, leveling is often needed in axle swaps, and there are multiple approaches depending on your specific vehicle needs and desired ride characteristics. Whether through coil springs, kits, or other adjustments, achieving the right balance is crucial for optimal performance.

Is it necessary to use a steering gear box from a Super Duty for an axle swap?

When considering an axle swap, it’s not strictly necessary to use a steering gear box from a Super Duty. Generally, the steering gear can remain as-is and function properly. However, for other components in the swap, utilizing Super Duty-compatible parts from reliable third-party brands is often recommended for optimal performance.

Here’s why:

Compatibility and Fit: Using parts designed for Super Duty can ensure better compatibility, reducing the risk of mechanical mismatches or installation issues.
Performance Considerations: Upgrading to SD parts often brings improved functionality and reliability, which is beneficial for handling the increased demands of a heavier axle setup.
Cost-Effectiveness: While steering gear might not require immediate replacement, investing in quality parts from reputable suppliers for other elements of the swap can prevent future expenses and maintenance issues.

In summary, prioritize SD-compatible parts for their benefits without overlooking the option to maintain your existing steering gear unless performance issues arise.

What are the considerations for choosing a track bar bracket during an axle swap?

Compatibility and Modifications

Fits: 1992-1997 F250, F350
Additional Adjustments Needed For:
- F150, Bronco, and 1980-1991 2WD Trucks: May require additional holes drilled and a 1/4″ shim at the frame rail for the track bar bracket.
- ZF5 Trucks: Crossmember modification is necessary.
- Engine Crossmember: Minor trimming might be required for track bar clearance, ranging from 1/6″ to 1/4″.

Considerations for Choosing a Track Bar Bracket

Choosing the right track bar bracket is crucial for a successful axle swap. A high-quality bracket can make a significant difference in terms of durability and performance. It’s important to note that many track bar brackets will require modifications, such as trimming the front crossmember. This is a common requirement, so being prepared for such adjustments is essential.

What are some common challenges when installing a track bar bracket?

A common challenge is the need to trim the front crossmember, as many brackets require this adjustment for proper installation.

Which brand of track bar bracket is recommended for quality?

Blowing Diesel is recommended for its high-quality track bar brackets, making it a reliable choice for vehicle modifications.

What modifications are required for the brakes during an axle swap?

With ‘05+ axles under your OBS, you’ll finally have bigger brakes and better stopping power. To ensure a seamless integration, the brakes on the axles are fine; however, you’ll need to get some hoses to connect to the rest of your system. This simple modification is crucial for maintaining functionality and safety during your axle swap.

You should decide early on if you want to control the 4-way disc brakes via vacuum pump (factory OBS) or if you plan to upgrade to hydroboost. This decision impacts how you connect and manage your braking system.

As a helpful hint, an F-Super Duty booster, power steering lines, return line, and the master cylinder and reservoir will all bolt right in, simplifying the upgrade process. Additionally, consider a front, 13.66-inch diameter EBC brake rotor intended for an ’06 F-250 Super Duty, which enhances braking performance.

By addressing both the necessary connection and potential upgrades, you ensure a successful and efficient axle swap, boosting both safety and performance.

What options are available for a front U-joint conversion during an axle swap?

When you’re transferring over or selecting your rear leaf spring packs, keep in mind that correctly-sized blocks are the best way to achieve your target rear ride height. In direct factory ‘05+ axle and suspension swap-overs, we’ve seen the 3-inch rear blocks utilized the most.

For those tackling an axle swap, the front U-joint conversion is essential. You’ll need to transition from a 1330bc to a 1350 U-joint. A commonly recommended solution is using a Moog U-joint, which offers the necessary compatibility for this conversion. Identifying the right part number is crucial, so double-check specifications to ensure a seamless fit.

When it comes to the rear, consider swapping the pinion hole from your original rearend to match the new setup. This step, combined with the right rear leaf spring packs, will ensure a balanced and effective swap that enhances performance and ride quality.

So, whether you’re focused on achieving the perfect ride height or ensuring all components are in sync, precision in part selection and installation is key.

What steering components are needed for an axle swap besides tie rods and ends?

Steering components from the pitman arm down should be carefully considered when planning an axle swap. While the steering gear itself is generally reliable, opting for high-quality parts is crucial to ensure optimal performance.

For everything else, it’s advisable to use components that match or exceed original specifications. This includes drag links, stabilizers, and any bushings or brackets involved. By choosing robust parts, you can maintain the integrity of your steering system and ensure that all components work harmoniously together.

In summary, focus on integrating reliable and compatible components to achieve a seamless axle swap experience.

What donor axles are needed for an axle swap from a 2005-2016 F-250/F-350?

Today you’re no longer on your own, as several aftermarket companies offer complete kits to help simplify the conversion process. Among them is the aforementioned RYD Motorsports and Sky’s Offroad Design. The kit from Sky’s Offroad Design (shown) is designed for ’92-’97 F-250 and F-350 trucks and can be ordered to fit ’05-’16 Dana 60 axles (which are broken down into ’05-’07, ’08-’10, and ’11-’16 versions).

For those tackling the swap themselves, understanding the donor axle requirements is critical. You’ll need a front Dana 60 from an F-250/F-350, specifically from the 2005 to 2016 models. Ensure you gather the necessary components:

Radius arms
Trac bar
Coils
Sway bar with links
Steering from the pitman arm down

These components work together to ensure a smooth conversion process. Additionally, keep in mind the 8×170 bolt pattern, which is essential for compatibility with your truck’s existing setup.

If you’re considering a different route, the 2005-2010 F-450 axle with a 10-lug pattern is an option. However, this choice requires a corresponding rear 10-lug dual rear wheel (DRW) axle to maintain balance and performance.

By combining these insights with the comprehensive kits available from trusted aftermarket suppliers, you can approach your axle swap project with confidence and clarity.