Ford Dana 60 Design Issues
Ford Superduty axles are very plentiful with differences between the 99-04 and 05+ being most significant. They rival the old school Kingpin design with stronger knuckles and thicker tubes, but fall short at the joints. The uppers from the factory have a tapered balljoint shank that seats into a split bushing which creates a stress riser where they meet. If the shank bends first and isn’t identified the upper will come totally unseated and it gets ugly fast.
After that the lowers have also seen failures mainly (but not always) from the shafts/yokes breaking and pushing out the lower completely. So radial load is the enemy of the upper and static load is the enemy of the lower.
Balljoint Delete Systems use the best components to yield maximum strength with versatility. Offroad racers want -3* camber which is shown to reduce scrub radius, producing tighter turns. Users who have changed wheelbase lengths now have options to regain the caster either direction and straighten up driveline angles at the pinion and/or transfer case. Users that double-duty their rigs to and from the trail can run -1* camber/+2* caster or -.75* camber/+2.5* caster to gain the strength and keep tires alive on the pavement.
How is the caster/camber adjusted?
The bushings feature an offset hole. The caster/camber combination is calculated by how many degrees the bushing is rotated and the user trims the “flat” on the bushing flange to suit their specific needs.
The lowers feature a tapered cone which seats into the inner C and the uni-ball cup is welded to the outer knuckle on the top and the bottom which with help from the lip on the cup prevents it from unseating from either direction.
Looking to find a better design??......you just did.