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Old 09-11-2020, 03:09 PM   #21
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Optional 3.55 with electronic locking diff (non-locking 3.31 was standard) on my 2017 F250 6.7L diesel. Both 3.31 and 3.55 were available with the max tow package on the diesel. Ford also offered a 3.73 and 4.30 but those were only available with the gas engine.
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Old 09-11-2020, 03:16 PM   #22
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I want to add: CarProUSA/Picking-The-Right-Axle-Ratio-For-Your-Pickup

"When I get these questions, I always ask which rear axle ratio the caller has, and I would guess 90% of the time, the caller doesn’t know. People go to dealerships way too often focused on color, comfort, engine size, etc. The rear axle ratio should be at the top of the list, no matter what you are going to use your pickup for. If not towing, you want the best fuel economy you can get, and if you are towing, you want to make sure your truck will do the job."

This will save you and me some trouble in a future purchase. Have fun... the information available today is for your and my benefit.

Mike in Post #21... Thank You.
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Old 09-11-2020, 04:45 PM   #23
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Car Pro USA... quotes never seen?

Trailer-Towing Guides:

"The good news is that a quick Google search will find all the manufacturers’ trailer-towing guides. This is why it is important to get your trailer before you get your truck. Find the right truck based on the total weight of whatever you are towing. If it is a travel trailer, make sure you add for contents that go inside. Carrying water, clothes, canned goods, butane, etc. can add a lot of weight. If it is a cargo trailer, what is the most weight you’ll be towing?

Finally, lean to the upper side. It is better to have too much truck, than not enough, when it comes to carrying loads."
******

There is an interesting Question/Answer to the 10 speed transmission and F150 if you are curious: Good to hear from you. Honestly, I don’t see any evidence to back up what you are saying. I stress the importance of looking at the automaker’s charts to make sure you get the right axle. I didn’t see any major change in towing capacity when F150 went to a 10-speed.

Quote: "I would never choose an axle ratio with max capacity or or even near what the factory says is adequate.
Jerry Reynolds"

Keep looking as others have different opinions. My Rear End is a 3:55. What is yours? My gas mileage towing for a three to four week OTG Boondocking trip runs 8 to 10mpg. Sometimes more. Sometimes in 4x4... less. No problem...

You have to know your Front End from your Rear End, sometimes...
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Old 09-11-2020, 04:56 PM   #24
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My Ford Expedition has the 3.5-liter six cylinder engine (twin turbochargers!) and a 3.73 rear axle, with a 10-speed transmission. Who'd have ever thought we'd have 10-speed automatics?

With this setup, the Expedition thinks it's a sports car ...
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Old 09-11-2020, 05:49 PM   #25
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Geared just right

We too have an Expedition with the 3.5 Ecoboost, 10 speed and 3.73 rear end ratio, heavy duty tow package. It seems to me that the engineers have done an excellent job of matching the transmission and rear end ratio with the torque curve of the engine. It keeps the engine in a narrow, lower rpm range where it is developing lots of torque. It pulls significantly better than my previous 5.0, 6 speed 3.55 rear end. Getting the right combination: engine, transmission and rear end seems to be the key.
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Old 09-11-2020, 10:42 PM   #26
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The gear sets are not differentials. The ring gear bolts to the differential housing. The pinion attaches to the axle housing. The differential is made up of shafts and spider gears. The whole assembly is a "rear end" , or rear axle assembly.
Hi, except when it's in the front.
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Old 09-11-2020, 10:43 PM   #27
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*****
Bob. When you are BACKING UP... the Front End becomes the Rear End.

Hi,
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Old 09-11-2020, 11:42 PM   #28
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Slang for the axle center assembly containing the differential gears and stuff from when I lived down south is the ‘banjo’. Applies to front or rear axle no matter which way you are going.
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Old 09-12-2020, 07:45 AM   #29
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Hi, except when it's in the front.
Well, I'm a retired GM guy, and since GM has been IFS for decades, the front has migrated in shop talk to "front pumpkin", "front diff", "front gear set", depending on the subject at hand. Although the whole system is really and technically, an axle, the shafts are "half shafts".

Vernacular migrated to a different set of words.
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Old 09-12-2020, 07:46 AM   #30
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Slang for the axle center assembly containing the differential gears and stuff from when I lived down south is the ‘banjo’. Applies to front or rear axle no matter which way you are going.
Never heard that one, but I can see it!
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Old 09-12-2020, 05:44 PM   #31
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Quote:
Originally Posted by dznf0g View Post
Well, I'm a retired GM guy, and since GM has been IFS for decades, the front has migrated in shop talk to "front pumpkin", "front diff", "front gear set", depending on the subject at hand. Although the whole system is really and technically, an axle, the shafts are "half shafts".

Vernacular migrated to a different set of words.
Hi, well as a retired Ford guy.................

I specialized in Ford, Lincoln, and Mercury. But I also worked at two Chevrolet dealers and one GMC, Oldsmobile dealer.

I also sold Mac Tools for eight years.
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Old 09-13-2020, 10:17 PM   #32
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Back when my GMC van was built I knew that eventually I was going to order a 30’ Classic. So I I put in the largest gas engine available for the van and I had a choice of fear axle ratio. So I got the 6 liter gas engine (diesel wasn’t available in the 2003 2500 van). Taking the 4.10 axle netted me a 9,900 lb towing capacity. Never regretted that decision since I ended up with the 30’ Classic slide out.

As a bonus that 6 liter engine gave me a transmission that was rated to tow in OD.

Jack.
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Old 09-14-2020, 12:45 PM   #33
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You have 6 bolt mains Ray.
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Old 09-14-2020, 04:41 PM   #34
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You have 6 bolt mains Ray.
****
Thanks. Never could find the number. Am getting smarter every day.
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Old 09-14-2020, 05:26 PM   #35
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When I bought my '06 Silverado 1/2 ton crew cab off the lot back in 2006, I was trying to decide between two different colors, Green or Grey. Both had the 5.3 engine, 4L60 automatic and the Max Trailering package but the grey one had a 3:73 ratio, the green 3:23. Picked the green since I figured there was no trailer towing in my future and the 3:23s would be better for mileage, (high of 23.5 mpg at one point).
Fast forward 14 years and I still have the 06 Silverado. Its been the most reliable, dependable car/truck I've ever owned and that includes a few Lexus's and Toyotas. When we bought our 25' FC the truck pulled it fairly well but would drop out of overdrive at the slightest incline. I had also noticed from the owners manual that the 06 Silverado with the 3:73 ratio had a higher towing capacity. Talked to my local axle guy about regearing to 3:73s and he said no problem, easy job. Replaced the Posi with an Eaton unit, new bearings, seals and gears.
Now the truck has better acceleration, hill climbing, and stays in OD even with the tow/haul mode engaged. And as a bonus mileage actually went up by 1.5 mpg when towing. Very happy with the change.
The only difficult part was reprograming the ABS computer. I had bought a programmer to reset the speedometer but it couldn't reset the ABS. Took it to JBA (Jay Bittle American) here in San Diego and they got me rolling again for half the price of a new programer.
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Old 09-16-2020, 10:07 AM   #36
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Diff Covers

Quote:
Originally Posted by Ray Eklund View Post
No one seems to consider their Tow Vehicle's... Rear End gear ratio. You choose a color, an interior and options inside the cab you like and make the purchase. Rarely does anyone ask about the Rear End. Often the heavier trucks like a 3/4 ton or heavier have HIGHER REAR ENDS for a reason. They haul or tow larger weights.

Mechanics call them Differentials. Layman call them Rear Ends. Street mechanics understand both terms.

My F350 Diesel has a 3.55 Differential. It works very well towing a 27 foot Airstream. If you are towing a 30 to 34 foot Airstream... a 3.73 differential would probably be better for your needs.

The ‘caveat’ is that the HIGHER the Ratio number, the easier it is for the Tow Vehicle to pull a heavier Trailer... but your Gas Mileage will suffer. Lower Rear End... higher gas mileage when not towing. Higher Rear End... lower gas mileage when not towing.

Fords have an identification plate for their... Rear Ends. So would other pickup trucks. the 4x4 have matched Front and Rear Differentials. I did not check, but when in 4x4 if they are mismatched, trouble when engaged.

The Lower the Rear End... the better your gas mileage without a trailer in tow. The Higher the Rear End... the worse gas mileage. This is the trade off when towing and if you spend more time Not Towing.

I remember in the 1960’s that the Hot Rodders wanted the larger Differential Casing for a 4:11. This gave the ‘hot rod’ a great boost offf the line... but topped out the engine RMP into Red Line quicker at higher speeds. A 3:08 Rear End was a bit sluggish at the start, but when the RPM began to increase... so could its Top Speed.

I wanted a Higher Rear End in my Hot Rod... a 4:11. I could get a 3:73. Why? Because the Casing was larger in the 4:11 and would not fit into the casing of a 3:73. Learned that at 20 years old. My rear end had to stay as it was.

Take some time and check your specifications on YOUR Tow Vehicle. If you notice it is a bit of a struggle to get moving from a stop light... it could be YOUR REAR END.

Google: Ford Differential Options as an example.

Those bragging about GREAT gas mileage probably have a LOW Rear End Ratio. Those with a lower gas mileage having a HIGH Rear End Ratio.

A drive shaft turns 3.55 times to turn a wheel. A 4:11 Rear End turns the drive shaft 4.11 times to turn a wheel. This is how I see it. Your engine will have a Higher RPM with the 4:11 but be moving slower than the 3:08 at the same RPM. We called it "Top End". Red Lining... your engine's maximum expected RPM before things become 'iffy'. Two bolt mains. Four bolt mains. My Diesel may have Four Bolt Mains... I would not be surprised. I need to check that out.

What is your Rear End... experience? My 3:55 pulls our 27 foot International easily and the additional cost of fuel is just the price I pay to tow in comfort.

Please correct me with any errors. My 'Hot Rod' days ended when I had married and a family in the last century. Sometimes... you have to consider that a Rear End does have better uses... and that is for towing.

I like mine, how about yours?
Another aspect is aftermarket Diff covers, these are usually aluminium, have cooling fins and larger capacity. First thing I did with my F150 was change diff cover to Mag-Hytec. Has magnetic dip stick to trap metal shavings (will happen) and doubles fluid capacity. Can also add a temperature gage. There are better diff fluids as well.
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Old 09-16-2020, 10:28 AM   #37
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6.8 3V V10, 5 spd auto, with 4:10 gearing is a nice combination. At 65 mph the engine speed is about 2200 rpm where a lot of torque is available.
Current 5000 lb trailer is lighter than the previous one so this Ford is loafing regardless.

I can understand why 4:30s are often said to be the best match for the Ford V10 as it's even more into the meat of the power band.
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Old 09-16-2020, 10:37 AM   #38
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my 1500 GMC is rated at 3:42, That rating is with 30" wheels. Pulls my8*K TT very nicely

It also gives me 21mpg without towing, which is what I do most of the time.
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Old 09-16-2020, 10:42 AM   #39
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I would have selected the 3.73 differential ratio over the 3.42 that my '16 RAM 2500 came with if I used it more as a TV. However, I deal with it by leaving transmission in 5th rather than 6th on any terrain that isn't flat. The 3.42 ratio helps to deliver satisfactory fuel mileage when not towing. My $0.02..
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Old 09-16-2020, 11:09 AM   #40
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Quote:
Originally Posted by jcanavera View Post
Back when my GMC van was built I knew that eventually I was going to order a 30’ Classic. So I I put in the largest gas engine available for the van and I had a choice of fear axle ratio. So I got the 6 liter gas engine (diesel wasn’t available in the 2003 2500 van). Taking the 4.10 axle netted me a 9,900 lb towing capacity. Never regretted that decision since I ended up with the 30’ Classic slide out.

As a bonus that 6 liter engine gave me a transmission that was rated to tow in OD.

Jack.
Towing with a 1999 GMC K2500 Suburban. 7.4L (454ci) - 4L80 trans and 4:10 geared rear end. 2000rpm yields 62mph and 12.5 mpg. Comfortable heated leather captain chairs are nice. Lucky to have all the best 20th century technology.
Tows like a dream.

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