The end result was well worth it as the truck stops better than ever before. I dunno what a Detroit for one costs now. That alone should tell you plenty. There's nothing cheap about a 10. Surely they would like the same braking performance.
Then before attempting that we thought lets just chop off the spindles and have a buddy with a big lathe take off the welds. To do this we needed a way to adjust the distance between the pedal cable and the equalizer bar. That was supposed to eliminate the yoke wobble that killed pinions. Both sealing surfaces stay attached to the seal races and thus when the hub turns, the seal spins inside itself. You can knock the webs off the 10. As for the master cylinder, we wondered if it would pump enough volume for rear dual piston calipers so we checked with our Ford dealer.
The truck sat lonely for 2 nights and on the 3rd day the axle found its home again. They were a bit too short and of unequal length to hook back up to the stock equalizer bar. We also figured out how the spindle of a 1-ton rear axle is held in by the tube: it is friction welded in place. The cut off wheel on the angle grinder worked great to remove the small weld holding the flange on. Pic 5 shows the left side cable routed along the side of the frame and over the spring hanger, but not through it as was done originally. For giggles you can see how thin the drum flange is.
Until the dang hub wouldn't mount up because it is larger in diameter than the D60 hub. Now you've got a diff that's V shaped on the bottom, smooth like a 70U, and has over an inch more ground clearance than the 10. They also changed to a three-spider carrier, which was supposed to fix the carrier cracking problem. In the last pic we checked for the tube run out. So our initial guess was that we were just going to take the Sawzall and cut the weld off which would free the D60 flange. Before we cut or machined anything we carefully referenced the angle of each caliper bracket so that they could be duplicated later on the Sterling axle.
Ford does not equip the vans with full rotor shields, just a small cover for the caliper. Looking at my brother's 2001 F250 we noticed the brakes were very similar, just that the truck's calipers were finned while the van's were not. What year, model, engine, transmission? Instead our machine shop buddies had a crimping tool. The last pic shows the adjustable connection finalized. . The vehicle part search questions and vehicle part description text appearing on this service are copyright © 2019 by Audatex North America, Inc.
Pic 4 shows the right side cable which follows the original drum's cable routing and uses the frame rail clamp. This means it will be easier to set the new flange perpendicular to the tube and keep the brake calipers in alignment over the rotor. The reason we went with the van brakes is because the vans still retain the 8 on 6. But they also had to make the inner pinion bearing smaller in order to get everything to fit. The objective here is to convert my Father's 1997 F-350 from rear drums to rear discs.
When there is no force on the pedal the cable is still under spring tension pulling it from the rear axle. In the top middle pic you can see that the flanges are not oriented the same way. A clamp holding the housing was mounted to the side bolt of the sway bar bracket. Nothing bad, but going to steel braided flex lines will still help the pedal feel. An aluminum wrap was used to protect the spindle from sparks and a swinging hammer.
So again the next best thing to do is to make a set. Either way, it sounds like your definition of 'rock dragger' is more subjective than mine. The Russell fittings were used to tie the braided lines to the hard lines. And finally this is what we ended up with: As you can see the final flanges are beautiful but came at a expense of a few man hours behind a lathe and band saw. Note: the new spring had to be shortened by rebending one end. Drove it to Utah and back the next morning. Without more information I could give you a decent answer for a 2002 Silverado with the 5.
Finished photos of the rear disc conversion. The shield was made from two pieces of sheet metal formed over the rotors by hand and welded together. In 99, they changed to the 10. Comments on this setup: as you can see, this is a lot of work, and is probably not a weekend job. We plan on checking the Ford dealer again to see if a 1999 van had them, and if so make the purchase and install them at a later time.
The outside weld is then added for assurance. How do you intend to use the truck? However the method in the pic will also work. The truck's E-brake pedal has a cam inside of it to engage the cable. Now with the Dana 60 home we inspected it again to make sure all was well. Ford redesigned it three times in ten years. Check it out, stick it back together with fresh fluid and run it. In 93, they changed to the tall yoke from the short one.