I was told by the local 4x4 shop that the fromt axle is an 8.8 too. What I'm wondering is this: If it is an 8.8, what if I bought a locker for the rear axle, and just moved the stock LSD to the front one? Would that work?

-Jay
98 F150 SC 4x4 ORP
K&N, VGK brake pads, Pro Comp AT 33x12.50, RS5K in rear

 

Check & see if the frt. 8.8" diff. has 28-spline axles. Personally, you may to check out the Dyneer True-Trac (if they make one for the IFS 8.8" frt.).
The handling of the OEM trac-loc would drive me crazy in the front axle. The True-Trac should be alot smoother in the frt. True-Trac is all gear drive (no springs, clutches, etc.). Also, the True-trac operates like (2) differentials in you axle. It let's both wheels pull independantly at different speeds.

------------------
1999 Teal Blue F-150 S/C
4.6L, XLT, 3.55 L/S 4x2
Tow pkg., Rhino liner, Engine block heater & Swiss hard toneau cover. Premium sound
255/75 R16 Generals-owl
This" is Mama's pride"

 

My understanding is that the 8.8R diff for the front comes only with the 9.75 rear. The 8.8 rear trucks have a smaller (7.5?) front.

Ian

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99 Expedition EB
5.4l, 4x4, 4.10 LS
WMS Tube, Bassani/Gibson Cat Back Exhaust, Superchip Flipchip, PIAA Superwhites

 

The front of the F-150 4x4 is in fact an honest-to-God Dana 44 center section with (of course) the CV joints and stub axles driving the front wheels

 

My front diff has 8.8 cast right into it.

 

wrong info all over the place!

It is a 8.8 reverse rotation unit up front. Does not matter the motor. This is of coarse for the IFS fronts.


****Something to think about here people is that posting the WRONG information is worse than posting no info at all.

 

The pre 96 and older twin traction beam front ends had a dana 44 center section the 97 and newer is a reverse cut 8.8

 

jayntguru,

If you don't mind me asking, how would it be feasible to have a limited slip up front operating with a center disconnect 4x4 system? I'm not 100% sure on how it works, but I believe the outer axle shafts turn all the time (i.e. in 2wd), with the left shaft turning the left side gear, which turns the spider gears, which spins the right side gear in the OPPOSITE direction. With a ls up front locking both side gears to the carrier, I don't see how it wouldn't pose some driving difficulty or destroy the ls.

I think a locker that you could manually activate when only in 4x4 would be fine.

 

Well, powertrax carries an LSD for the front of our trucks. Seen here.

http://www.powertrax.com/nsop.htm

They say its unnoticeable until it slips. (?)

I have no idea if it will work or not, but I just remember being stuck, with only one front wheel turning (always the passenger side one for me) and both rear wheels turning. I do not want that to happen again!

-Jay
98 F150 SC 4x4 ORP with stuff
http://www.nx2k.com/eclipse/

 

jayntguru heres another thing to think about. Get an ARB air unit for up front. You choose when its locked and when its not. I think it runs about $600 per axle. Its kinda spendy but if you don't want to have it locked when you don't need it you just unlock it. There is a manual locker that is pretty new. Its called Oxtrac (sp?) but last I had seen they haven't made one to fit our trucks yet. Its acts like the ARB but has a manual link cable to the cab instead of air line.

 

jayntguru,

Powertrax is a locker, not a limited slip differential. There are no spider gears (as you remove them after you remove the c clips and don't put them back in) after the Powertrax installation. That would make it compatible with the center disconnect system.

The scenario I was having problems conceptualizing is an actual limited slip differerential in the front with spider gears turning the right side gear backwards. Recall with a lsd, you can jack the truck up, spin one tire, and the other one will spin the same direction (because the right side gear is clutched). This doesn't seem any different (you spinning your left tire by hand) and the road spinning your left tire.

Where's Max Mitchell when you need him?