dana 50 long travel

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3/4 ton Dana 50 for TTB

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I saw this article on Four Wheeler.com and was wondering what people thought about it. This guy took a 3/4 ton Dana 50 from an F-250 and welded on some coild spring buckets and then mounted the axle to his Bronco. How much stronger is this than the Dana 44 TTB. I figure it has to fairly stronger since it is 3/4 ton and the regular 44 TTB is 1/2 ton. How difficult would it be to do this and do you guys think that it is worth the effort. Just wondering. I saw this guy do it and I wasn't sure if he was crazy or had a good idea going. If you can find the axle cheap in a yard somewhere and you got some fab skills, it might not be too expensive. here is the pics and the article http://www.fourwheeler.com/featuredvehicles/22738/  

if you are going to go thru that much trouble might as well do an SAS . i dont believe the d50 is all that stronger  

I am not about to do this, I just read the article and was wondering. I know the SAS is the way to go, but there isn't as much fabbing needed to do this as the SAS requires.  

Gus Hackler said: I wasn't sure if he was crazy or had a good idea going. Click to expand...

Four-Wheeler said: Although this setup worked well for Kevin, we hear a new Dana 60 solid axle now lives up front. Click to expand...

you'd lose the travel that the 44ttb has, since the dana 50 uses alot shorter beams.  

I know that the SAS is better, so lets get over that. We all know that the D60 is the best way to go, but it is also the most expensive. I was just thinking that this would be good idea for someone who wanted to get the most out of their TTB set-up, with-out dropping serious duckets.  

How much shorted is the Dana 50 axle beam. could you use a Dana 44 I-beams with the Dana 50 pumpkin, spline, and outers. that way you could have the travel of the 44 and still use the coil set-up, but get some extra strength from the 50 hardware.  

you can use the dana 50 pumpkin, and the slip joint. balljoint spacing is different, so outers don't interchange  

thanks for the info. so you could use the Dana 50 pumpkin in the the Dana 44 housing as long as you keep the 44 outers. that way you would not have to fab-up the coil spring mounts. Would it lose it strength if it still had the 44 outers? You seem to know alot about this, do yo know someone that did this. It doesn't seem like it would be that hard.  

well i plan on using a dana 50 center section when i regear this summer. i'm just afraid of how small the pinion on a dana 44 gets when it has 5.13's in it. fyi, the dana 50 has a 1in larger ring gear (9.5 vs. 8.5in). you will lose som strength since you won't have the larger dana 50 ujoints, but the dana 50 axles still neck down to the same size at the slip joint, so its weak point is the same size as a dana 44. i believe dustball used a dana 50 pumpkin. andy351 has a writeup on the installation of a dana 50 slip shaft too.  

thanks for the info :thumbup  

He used that 50 'cause he had it already I'm sure - IOW, it was free. It's got a 10.25 rear, so he almost surely parted an F250. But in the end, it's a good bit of work for a small bit of extra strength. You'd be looking at virtually no more work for an SAS.  

Zach94 said: fyi, the dana 50 has a 1in larger ring gear (9.5 vs. 8.5in). Click to expand...

He used that 50 'cause he had it already I'm sure - IOW, it was free. It's got a 10.25 rear, so he almost surely parted an F250. But in the end, it's a good bit of work for a small bit of extra strength. You'd be looking at virtually no more work for an SAS. Click to expand...

SO far in my searching the Dana 50 TTB 3rd memeber bolts up the the 44 TTB, it has a 9" ring gear but pinion gear/bearings remain the same size as the 44 unit. The only piece worth grabbing is the slipjoint as it uses a bigger U-joint than the 44ttb slip joint (I just picked one up of ebay for 20$) but it requires a bit of trimming on the passenger side arm for clearance. This eliminates one of the weak spots and make trail side repair easier as the outer U-joints become the weak spot. I've been looking at getting a hold of one of the axel makers to see how much more it would cost for a set of TTB44 axels over the price of one of there straight axle kits (which run around 250$ for inners and outers) I think a hardend axel kit along with the TTB50 slip shaft could make for a pretty decent axle setup for a relatively cheap price. ~350-400$ if you do all the work yourself. I have a D44 out of a 78' F250 but I have a feeling the TTB can be just as strong as a 44 straight axle. I will go SAS if/when I find a D60 in my price range (boy I remember when they were 250$ for a complete axle 10 years ago, but then again 250$ was spendy when I was in high school then)  

The hubs are nice (d60ish) but there is no way to use them on the d44 ttb. And as pointed out, if you switched the beams, they're shorter. The pinion is the weak spot in the D50 as it is the same as the d44.  

Gus Hackler said: If you keep the 44 housing, you don't really need to change much. Click to expand...

Andy351 said: pretty sure its 9" even Click to expand...

One unusual bit of trivia bout the D50 is that there are reverse cut 4.3 ring and pinion sets available for it.  

Gus Hackler said: I saw this article on Four Wheeler.com and was wondering what people thought about it. This guy took a 3/4 ton Dana 50 from an F-250 and welded on some coild spring buckets and then mounted the axle to his Bronco. Click to expand...

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Getting The Most From Your TTB Suspension

By 4X4Junkie

The Ford Twin-Traction-Beam (TTB) suspension was a unique, but simple approach to combining the ride & handling qualities of independent suspension with the legendary durability of a straight beam axle. It was built by Ford, in conjunction with Dana using the same technologies used in the Dana-Spicer straight axle. This includes items such as U-jointed axle shafts, fully adjustable/serviceable wheel bearings and standard locking 4WD hubs in both automatic (mechanical) and manually engaged versions. A large number of parts are even interchangeable between the two axle types.

The TTB axle is comprised of two beams that are mounted on pivots, with the tire at one end, and the pivot at the other. The pivots from both sides cross over center which adds considerable length to the beam compared to the rather short A-arm setup on conventional independent suspension designs. A U-joint in the center of the axle allows for independent movement of both beams.

The TTB suspension is extremely durable in stock form, but wheel travel and articulation traits are somewhat lacking. These things really come to life when modified. With the long suspension beams exceeding 3 feet in length, travel numbers of 18 or more inches (24 or more on full-size versions) is quite easy to obtain with little to no loss in durability. The stock radius arms are a bit on the short side, but can be easily replaced with extended ones similar in length to the axle beam.

The Twin-Traction-Beam suspension came in two versions:

• Coil springs with radius arms
• Leaf springs.

The coil version is found under:

• 1983-1997 Ranger
• 1984-1990 Bronco II
• 1991-1994 Explorer
• 1980-1996 F-150/Bronco

The Rangers/Bronco II used a Dana28 axle up until the 1st part of 1990, and is not considered very strong. Midway through 1990, they began receiving the Dana35, which is a far stronger axle (from ’93-’97 (some argue ’90-’97, although I have been unable to find any Spicer documents showing before ’93), a “hybrid” version of the D35 using D28 gears was sometimes seen in some non-4.0L trucks. You can check here for ways to identify these) .

The D35 shares many parts (such as the axle U-joints) with the Dana44 that’s used under the F-150/Bronco and can be swapped in place of the Dana28 quite easily. All these axles have a hi-pinion differential, which improves gear strength and puts the drive shaft up higher out of harm’s way.

There’s a wide variety of locking differentials, such as the ARB Air Locker, Detroit Locker and many others available to fit the Dana35 and Dana44 models.

The leaf version is found under:

• 1980-1997 F-250
• 1980-1985 F-350s

These used Dana44 (F-250) and Dana50 (F-250HD/F350) differentials.

These are not as easy to work with as the coil versions. To get any decent flex from the leaf TTB would require converting to coil springs and adding radius arms to it.

Trying to get any travel using the leafs will only result in binding up of the spring, as the spring wants to travel straight up & down, but the axle is trying to swing in an arc. Kind of a weird setup. Leafs were better left on straight axles.

There are a multitude of manufacturers that make suspension kits for TTB vehicles. Finding one with good sturdy brackets can be a bit daunting though. Many of the available brackets can be easily bent with a hard lateral impact to the wheel. No damage to the axle itself is likely in such an incident, but with the bracket bent, the wheel alignment is lost. This is a source of many headaches when it comes to keeping these things aligned. A kit with good sturdy brackets will maintain the alignment much better.

On the mid-size Fords, for example, kits that completely REPLACE BOTH pivot brackets are more likely to be sturdy. Some kits use a “drop-plate” extension that the stock pivot bracket attaches to. These can get tweaked and not stay in place. The drop-plate also creates a clearance issue with the Dana35 differential. When setup for large amounts of travel, the diff housing can strike the pivot bracket when mounted on a drop-plate, likely damaging the diff housing. Skyjacker is one company that has good brackets on their Class II series of kits and I highly recommend them.

Following are some tips on getting the best performance out of the suspension.

Setting the ride height:.

The TTB is best setup and aligned at its ideal static ride height. This will usually allow the use of a near zero degree camber setting and will put the axle shafts inline without any undue angle on the center axle U-joint. Ideal height can be measured at the beam pivot bolts with the wheels pointed straight ahead and the truck on flat level ground, and is as follows:

For the D35 TTB axle, the pivot bolt should be 1″ higher than the center of the wheel hubs. The D44 TTB axle should have the pivots at the same height as the hubs.

When a lift is installed (or even on many factory delivered vehicles) the suspension will often be below this ideal height. This puts the top of the tires inward, requiring a positive camber correction to align it. While it is possible to align it to within factory specification with the suspension as much as 1.5″ above or below this ideal height, performance & ease of alignment will be improved with it at level. Being below level also reduces ground clearance under the axle, not to mention reduces up-travel. A high amount of angle on the center U-joint can make for a bit of a “lurching” motion while in 4×4.

Adjusting this height is accomplished through the use of shims under the lower coil spring seat on top of the axle beam, where the radius arm attaches. Large washers can be used to provide increments of about 1/4″ per washer. If a large amount of correction is needed, a 1″ thick spacer can be put in. This will give roughly 1.5″ of lift height. You can go as high as needed as long as there is sufficient thread length to reattach the coil retainer. After that, a longer spring should be used. These shims can also be used to regain lost height after installation of a winch & bumper, and the dual batteries needed to run the winch, or other heavy front-end accessories.

Pictured is a coil spacer used to raise the ride height.

This is an example of a D35 suspension setup at optimum height.

The axle pivot (arrow) is slightly above the wheel hub centerline.

In this picture, you can see the axle pivot is much lower.

This is most likely to occur on the heavier models such as on Supercabs and 4dr Explorers. As you can see, it is not ideal for clearance under the axle. In this particular example, the available upper bracket hole should have been selected.

When checking the ride height, it is imperative that you roll the truck back and forth 10-20 feet on a level surface to settle the suspension before checking the height. When let down off the jack or hoist, the tires will be cocked under some, which will give an erroneous height reading (bouncing the suspension will NOT fully settle it).

The steering on TTB suspensions is a sore spot that seems to have been somewhat overlooked by the aftermarket lift industry. Most companies do provide a dropped pitman arm to help correct some of the steering linkage angle after a lift, but if the amount of drop the pitman arm provides does not closely match the lift height of the pivot brackets (to within 1.5″ or so), the steering can become quite ill-behaved, and is probably the most common cause of the tire wear complaints that often surround this suspension. The stock “inverted-Y” style tierod linkage is rather unforgiving of a bad angle as well, and only compounds the problem. Most aftermarket drop arms are about 2-3″ dropped compared to the stock arm.

For this reason, dropped pitman arms used alone should best be avoided if possible on suspension lifts greater than 4″ in favor of a centerlink type steering linkage (such as the Superrunner steering conversion offered by Superlift Suspension (you could call this a “K” style linkage). This type of linkage is better capable of following the movement of the two halves of the suspension without inflicting near as much bumpsteer (toe in/out variation) at the wheels. The improvements this kit provides are quite noticeable even in the 3-4″ lift range as well (and is actually ideally suited to those lift heights. Superlift states it can be used with up to 6″ lift however). The Superrunner kit can be used with a non-Superlift brand suspension kit.

This picture shows the Superlift steering linkage conversion installed with a Skyjacker Class II suspension lift.

If you’re handy with a welder, you may be able to build such a linkage yourself for a considerable cost savings, and at the same time (if needed) optimize it for a 6″ lift height by setting the centerlink about 2″ lower than what Superlift designed it at. However, I do NOT recommend that you attempt building (or modifying) a critical component such as the steering unless you have full confidence in your welding and fabricating ability, and are good at sourcing parts for it.

The TTB suspension is best not lifted over 6″, though. After this height, it becomes near-impossible to restore good steering geometry. A bodylift can be used for additional height, if desired.

SHOCK LENGTH AND SPRING RATE:

As with any suspension, having the right shock length and spring rate is key to getting the most flex when off road. It is usually possible to improve significantly in this area over what’s offered by the lift industry. Many springs are quite stiff, which limits up-travel, and the shocks provided in a kit are often shorter than what’s ideal, limiting down-travel. This can cost several inches overall travel in many cases.

Shock length:

To find the right shock length, the vehicle can be jacked up letting the suspension completely relax (hang) and then measuring the distance between the shock mounts. This is to be done with the spring in place, but without the shock (A spring clamp or J-clip on the Ranger/Explorer/BII upper spring mount will be needed to retain the spring in the tower and should actually be used at all times). Measure from the base of the top stud to the center of the lower eye. This will give the extended length of the required shock. If between available lengths, go with what’s closest. A little longer/shorter shouldn’t matter much.

With the shock in place, set the bump stop to just touch with about 1″ shock travel left. Shims/washers or a metal spacer & a longer bolt can be used on the bump stop to set its height. Be sure to check that the differential housing won’t contact the passenger side beam pivot bracket if it’s the “drop-plate” type.

Also check to see that the radius arm bushing isn’t overstressed from too much angle if the vehicle still has stock length radius arms. If needed, the bump stop can be set an inch or so lower to preserve bushing life. Removal of the coilspring (shock still in place) can make the process of setting the bumpstop height much easier.

Spring rate:

The lower the spring-rate of a spring, the more it will flex. This is something to research when shopping for a suspension kit. Again, Skyjacker seems to have a bit lower rate springs than most. They often need the shimming for height mentioned above, but is not detrimental to performance in any way.

Skyjacker Pt. # 136 springs for the Ranger appear to be around 400 lb-in. Some others exceed 550. A spring in the 275-330 lb-in range will give awesome flex on a rig setup to rock crawl. Unfortunately, these would have to be made custom on a per-application basis from a company such as National Spring as no one has offered them as part of a kit yet. Lower rate springs will also have a longer free-length for a given lift height. The added flex from such springs tends to amplify any deficiencies in the steering as well, so be sure your steering geometry is in good order before experimenting with low-rate custom coils

The use of rod ends (Heim joints) on the extended radius arms can also bring forth some additional travel and flex, although they will be of little benefit unless custom extended shock/spring towers are also used.

Let’s not forget about the anti-swaybar, as well. Disconnect-type end links can be purchased (or made) to allow quick removal of the swaybar for better trail performance. Some degradation of street handling will, of course, occur with it disconnected, so its best to disconnect it only for off road.

Hopefully a time will come that we start seeing some new or redesigned stuff in the suspension aftermarket for the TTB Fords. Coils more specific to bodystyle & engine types, flexier coils, and improvements to the steering. Until then, the tips above should be of some help in attaining a greater level of performance out of your lifted Twin-Traction-Beam truck.

LINKS FOR SOME ADDITIONAL READING:

Dana 28 to Dana 35 swap

Steel Washer Coil Spacers

Coil Spacer Info

Skyjacker Tuning Tips

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Ford Dana 50 TTB Front Axle

The Dana 50 TTB (Twin Traction Beam) 4×4 front axle was used in the Ford F-350 from 1980 until a mid-year change in 1985, when the F-350 was fitted with the Dana 60 solid front axle. The Dana 50 was an option on the Ford F-250HD (Heavy Duty – over 8500# GVW) from 1980-1986. In 1987, the Dana 50 TTB replaced the Dana 44HD TTB in the F-250 becoming the only option. The Dana 50 TTB remained the front axle in the Ford F-250 4×4 until 1998. All Dana 50 TTB (and Dana 44HD TTB) trucks were leaf sprung and used a single gas shock. They did not use no coil springs and radius arms like the Ford F-150.

The Dana 50 TTB 3rd member (housing) will bolt to the Dana 44 / Dana 44HD axle beam, but you can’t swap any of the other parts to your Dana 44. The exception is the inner axle shaft and slip yoke on the passenger side. Click  HERE  for more information. The Dana 50 TTB shafts are larger than the shafts used on the Dana 44HD.

The Dana 50 TTB was is use from 1980 to 1998.

Dana 50 TTB Bolt In Right Side Inner Axle Shaft:

The 1980-1983 Dana 44 TTB, Dana 44HD TTB, and Dana 50 TTB all used a right (passenger) side inner axle shaft that was held in to the carrier housing by (3) bolts. After 1983, these axles were held in place by an internal c-clip. See more information at the bottom of this page.

Hot To Tell The Difference Between Dana 44HD TTB And Dana 50 TTB:

The Dana 50 TTB hubs are massive, the same size as the hubs on a Dana 60. These are about 4-inches across where the cap meets the actual “hub”. There is also a “50” stamped below the pinion yolk. Here’s a pic of a Dana 50 TTB hub:

If the axle is not in the truck, or missing the hubs, you can look at the axle shafts from the back side of the axle, and check the u-joint size. The Dana 44 TTB and Dana 44HD TTB both use Spicer 760x (formerly 297x) u-joints which are 2.188 inches wide, and the Dana 50 TTB uses a Spicer 799x (1350) u-joint which is 3.622 inches wide (see image below)

Specifications:

• No carrier breaks
• 30-Spline Axle shafts
• Ring gear measures: 9.0 inches
• Gear Ratios: 3.54:1 – 5.38:1
• Pinion shaft diameter: 1.375 inches
• Pinion shaft splines: 26
• Axle shaft diameter: 1.50 inches
• Axle spline diameter: 1.31 inches
• Axle lugs: 8×6.5
• Center section is steel
• Fluid: SAE 80W-90 gear oil (2qts – always add fluid to fill plug level)

External Identification Characteristics of Ford Dana 50 Twin Traction Beam Independent Front Suspension Front Axles:

• Leaf Spring Suspension
• Left and Right Axle Beams formed from stamped and welded steel
• Outer End of 8 Bolt, Internally Splined Wheel Hub  is approximately 4-3/16″ in diameter
• Axle Shaft Universal Joints have External Snap Rings
• Dual Piston Brake Calipers
• Rated Front Axle Capacity on Truck Data Plate will be 4500 to 4600 pounds

Major Design Changes for 1980-1997 Ford Dana 50 Front Axles and the approximate years used:

• 1980-1982 Right Differential  Output Shaft retained by 3 Bolt Thrust Plate
• 1983-1997 Right Differential Output Shaft retained by Snap Ring on inboard end
• 1980-1985 Brake Caliper Assemblies retained by single slide and tension spring at lower end
• 1986-1994 Brake Caliper Assemblies retained by 2 Rubber Isolated Brake Caliper Pins per side
• 1995-1997 Brake Caliper Assemblies Attach to Steering Knuckle with 2 Bolts
• 1980-1985.5 Years Dana 50IFS Axle used in F350

More about the 1982-1983 Right (Passenger) Side Inner Axle Shaft Change:

Right Differential Output Shaft: The major difference between 1980-1983.5 and 1983.5-1997 Ford Dana 50IFS front axles is the way the right differential output shaft is supported and retained. The early axles use a pressed-on taper roller bearing and an external bolt-on retaining flange. Later production axles use a straight roller bearing pressed into the differential housing and the axle shaft is retained by a snap ring inside the differential next to the differential side gear. The early right diff output shafts could be pulled without removing the differential housing from the axle beam with a special slide hammer puller attachment, but seal replacement also requires the bearing be replaced. For later axles, you MUST remove the differential housing from the axle beam to access the snap ring, but once it is out replacing the right seal is quick and easy.

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Bronco Dana 50 swap

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looks good, any updates? I like the way you did the cut and turn. how has it held up?  

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TYPICAL CONVERSION INVOLVES:

• Removal of existing front suspension and axle components
• Modification of crossmember and gusset for clearance and pivot mounting
• Installation of TTB pivot and radius arm pivot brackets
• Installation of powder-coated AO D50 TTB J-Arms with cromolyradius arms and spherical bearing center pivots with 4.10 gear ratio
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Sky Off-Road RSK for Dana 50 Questions

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I just ordered the 2" kit along with 2 new Springs from HD Springs, and Tough Country drop brackets. Anyone here use this kit? Just looking for any tips or install pointers.  

For YEARS Sky said NOT to use the RSK on a F250 with TTB. NOW they say that you can. I think they realized on how many TTB F250s they were loosing sales on  

How dose it work on the ttb?  

Ok, I just installed new factory replacement springs in front from SD Springs. I installed new brake rotors, bearings, and Mile Marker hubs. All I can say is this had made a HUGE change in the ride quality! I know everyone bags on the IFS D50, but for those of us that don't wanna go sky high, like 2.5" max, then it rides decent. As soon as the RSK kit and drop brackets arrive, I'll bolt it up and report back.  

UM.. those are not SuperDuty springs and you also have them in backwards. Military wrap goes towards the front  

I never said they were super duty springs. I still have the Dana 50. Those are the factory replacement springs from SD Springs. Are you sure they are in backwards? The centering pin is offset to one side more than the other. I put them in exactly how the old ones came out. Could the old ones have been installed backwards? Either he RSK kit in there would it even matter since they now pivot in the rear as opposed to the front?  

From the center pin to the military wrapped end is 27" and from the center pin to non wrapped end is 23". Since the shackle is now reversed, shouldn't the spring be reversed too?  

Now I'm curious. If I flip the front springs back to stock, the military wrap will now be on the hanger or fixed frame point. When stock it was on the shackle. If I swap them back with the military wrap in front, the wheels will move back almost 2".  

Since your pivot points have not moved forward or rearward at all, there there should be no reason to have flipped the spring  

After further investigation it turns out that I did not change the spring orientation. The military wrap was always in the rear. Flipping the spring would move my tire rearward in the wheel opening almost 3" due to the offset centering pin.  

Sorry to bump an older thread, but how does your truck ride now that you have driven on it for months? This is exactly what I have planned for my 97, I personally prefer TTB's over solid axle. But I come from offroad racing where IFS is king.  

I personally prefer TTB's over solid axle. But I come from offroad racing where IFS is king. Click to expand...

410customs said: The leaf springs arc does not match the travel arc of the ttb beams, this setup kind of fights itself Click to expand...

I don't off-road at all. I pull a 5th wheel from time to time, I go hunting down dirt roads and pastures, and a boat up and down a slippery boat ramp. 2-3 days a year with ice on the roads. For my needs..... the RSK and a complete 100% new Dana 50 setup works perfect. It's a 2.5" kit, aligned perfect, rides good, and sits level. If I wanted a 4"+ lift to look cool, ran 37" or larger tires, tore my great truck up playing in places meant for a Bronco or a Jeep, then I'd do the Dana 60 swap.  

Cool, I don't offroad in the diesel much other than the occasional hill crawl to get to a nice high camping spot. Its just for towing and driving daily, so from the sounds of it, the RSK kit is the way to go!  

I like it a lot. I only wish I had paid for the recovery points to be added.  

Thank you Mr President, a cut and turned Dana 50 TTB would be pretty cool, it just does not fit what we use these trucks for...to tow the long travel toys! I do not want a TTB up front on my tow rig!! I may have to look you guys up in Ft Collins, I'm up here in the Conifer area been building rangers and explorers for 20 years + My 1988 Bronco II is running a 93 dana 35 TTB I cut and turned, 2" James Duff drop pivots and 6" coils with skyjacker radius arms, 96 Ranger dual piston caliper knuckles, Winterfab coil buckets and F250 shock towers. When I did the cut and turn 3" was added to the track width and a dana 44 blank axleshaft was cut to length and splined to make up for the extra width. I've been rocking this TTB with ARB locker and 35's for like 15 years now... it makes an excellent weekend warrior / daily driver. With correct steering geometry, 1 ton tie rod ends, and a 1/2" body drop this BII handles wonderfully, I know how great the TTB can be, it was a good idea from Ford. The leaf sprung version makes me gag when I think about it, I think it gets 4-5" of wheel travel stock yikes my BII gets like 14 of use able travel without the drastic camber/toe changes as it cycles I look forward to having your input on this forum, bring on the builds!! For an OBS there are quite a few "near bolt on" options these days. Modify the ttb Solid axle swap with leafs Solid axle swap with leafs and RSK 05+ coil sprung SAS using the radius arm coil sprung suspension from a 05+ superduty and 2wd coil buckets. This is a wicked cool conversion, coils and radius arms on a full size!! Huge disc brakes, only drawback for me is the unit bearings yuck., free spin kit is like $3500!! Yikes  

14 inches is a lot for coil bucket setups! Sounds like you have yourself a winning setup for sure! I have some builds planned, Too bad the race truck is a Gasser (Or I am just too stupid to find a section to put the build in), I bet a few of the guys on here would be very intrigued by something as "west coast" as the Ranger. Another Thing that keeps me aimed at the TTB is that I can level the truck and drive it forever for like 600 bucks. that includes new shocks and the RSK/drop bracketry. The dana 60's (and the likes) are like 1000 bucks just for the axle, plus ball joints, probably brakes, coils, shocks, etc.. and the downtime !! I really love driving the race truck on short trips and to truck meets, but 90 miles a day on the freeway is just way too much in a straight piped truck with super loud tires and enough body roll to 2 wheel around corners.  

The rsk should be used in conjunction with SD leaf springs or at least SD aftermarket leaf springs, the OBS leafs were designed to absorb impact differently. The best ride will come with SD leafs and RSK, even with your TTB beams. Also keeping the OBS leafs with an RSK would result in having the military wrap end of the spring at the shackle instead of the front hanger, which is not optimal.  

I can chime in with first hand experience and say that the new front OBS springs with the RSK made a world of difference in ride vs my old worn out stuff. Almost 9000 miles and zero issues.  

I just had an idea (dangerous I know) but I don't think it would be too hard to remove the leafs and swap in a set of coils from a 05+ and fabricate some radius arms. Or maybe snag some from a f150.  

Agreed can easily be done. When you start getting more travel from your ttb beams do not forget to "window" the passenger beam for the axleshaft, or the beam will hit axleshaft and quickly take out the pass side axle shaft oil seal. The only reason I don't want a TTB on my heavy hauler is road manners with a big trailer, the TTB bump steer and towing just do not do well together, so keeping stock or better steering geometry is very important here. 4x4 + IFS = wonderful, unless it handles like crap  

I wasn't shooting for more travel. I was shooting for a better ride. Sounds like @President could do this pretty easily and still keep his ifs.  

ditching the leafs with the TTB will naturally allow more travel, and the axleshaft will likely hit the beam over speed bumps  

Theres a balls to the wall way of doing the TTB with coilovers. What makes it balls to the wall is going to swing steering, another offroad concept for TTB that pretty much completely eliminates bump steer. Basically, you put "swingers" on each side of the frame with the tie rod point of attachment exactly in line with the mount of the beam behind it. Making so the steering follows the same arc of the beam throughout the travel. Its not as hard to do as it seems, its just a pretty one of a kind thing to see on a tow rig! Haha. And @Sbluke55 You can pretty simply use the stock beams and throw an 8 inch FOA (budget offroad shock company, shocks would be plenty for a tow rig) coilover on the modified stock shock tower, and lastly fab up a simple radius arm that bolts to the rearmost leaf spring perch. Get the correct spring rate for stock or 1 inch taller than stock and use camber shims accordingly to align the truck. Not sure if all of that made sense, its been a long day.  

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SKU: K-F04-D50LD-001-Bil-Core

Dana 50 TTB Front Leaf Spring Delete Kit

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Description

Do you have sagging front leaf springs on the front of your F250-F350 TTB Dana 50 truck?

This Dana 50 TTB Front Leaf Spring Delete Kit is for those of you that are tired of the rough ride associated with the front leaf springs of your Dana 50 TTB equipped 4×4 Ford F-Series Pickup.

It starts by modifying a pair of Dana 50 TTBs to accept our Extended Heimed Radius Arms. This allows you to get rid of those factory front leaf springs that are causing the rough ride.

The basic 3” to 4” coil spring lift is 100% bolt-on and offers a great ride over stock.

• Lift 3in to 4in, depending on engine and body configuration (diesel / gas engine; standard / extra / crew cab)
• 100% Bolt-on
• Driveshaft modification required: No

Application

• The Dana 50 Twin Traction Beam (TTB) was used in the Ford F-250 from 1980 to 1997.
• The TTB Dana 50 was used in some F-350s from 1980 to 1986, but most F-350s will have a straight axle , which is not compatible with this kit.

Kit Includes

• Dana 50 TTB Cut N’ Turned and Modified to accept Radius Arm ($350 core charge included in price – read more)
• 1.25″ Heimed Extended Radius Arms with Pivot Brackets and Hardware
• Coil Buckets
• Bilstein 5100 Front Shocks (1 pr)
• Alignment Cams
• 3-Piece Extended Brake Line Kit
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Dana 44 Extended Beams

$ 3,590.00

Solo Motorsports now offers your choice of our legendary Dana 44 Long-Travel TTB beams that are extended 4 1/2″ or 3″ over stock.

Description

Additional information.

• Applications

Our Extended Dana 44 Beams come in two options. Pick between 4.5″ extended per side, or 3″ per side.

Both Dana 44 TTB pivots utilize 1″ uniballs, along with reinforced 1″ uniball cups.

The TTB beams receive full plating – top, bottom, front, and back. The driver side beam incorporates a truss with a raised fill plug for increased strength. Additional rear structural beam plating and gusseting strengthen the weak points of Dana 44 TTB beams.

Each beam is also Cut & Turned to allow for proper camber adjustment. We also supply 4340 chromoly axles.

The driver’s side or long beam comes with a lower differential skid plate at no extra charge.

These beams can be used with our W-I-Y Coil Over Conversion and 1.25″ Heimed Extended Radius Arms . Paired with coil over shocks the wheel travel numbers add up to 19″ of 4wd wheel travel with a 35″ tire and 16-17″ with a 37″ tire, depending on your tire choice. Some inner plastic and AC box modifications required along with hydraulic bump stops.

The $350 Core Charge is included in the price.

• 3″ or 4 1/2″
• 4340 chromoly axles
• Top, bottom, front and back plating
• Lower differential skid plate on driver side beam
• Dana 44 TTB Beam Plate work (top, bottom, front, & rear) and all gusset beam work ( core charges apply – read more )
• Cut & Turned Dana 44 TTB Beam work for Camber
• 1″ Uniball Beam Pivots & Machined Misalignments
• Welded Differential Skid Plate on long beam
• 4340 Chromoly Long & Short Extended Axles (New outer U-joints must be added to axles – not included)

This product fits the following vehicles:

Optional Upgrades

Radius Arms and Pivots Boxes / Ford Bronco & 4WD F-150

Our Ford Bronco and F-150 Radius Arms and Pivot Boxes compliment all Cut & Turned Dana 44 TTB Beams and are part of the Mid and Long-Travel Ford Bronco and F-150 suspension kits.

Coilover Conversion Engine Cage / 1980-1997 Bronco & F-Series Trucks

Solo Motorsports has taken the guesswork out of converting your Ford Bronco or F-150 to a coilover front suspension.

How to spend a perfect weekend in Moscow

Feb 11, 2020 • 5 min read

Moscow enjoyed the status of capital for most of Russia’s history, except for a relatively brief period (about two hundred years), when the Tsar and the government relocated to St Petersburg . But the Bolsheviks moved the capital back to Moscow in 1918, and today it’s an extremely diverse city. It can easily take a couple of weeks to see all of its sights, but if you've only got a weekend to explore, here's how to have two perfect days in Moscow.

Start your weekend in Moscow by acquainting yourself with top-notch Russian cuisine at Grand Cafe Dr Zhivago . Located on the first floor of the historical hotel National and overlooking the Kremlin, it’s definitely one of the best breakfast spots in the city. Try millet porridge with crawfish, pearl barley porridge with oxtail or traditional cottage cheese with raisins and candied fruit.

Set aside at least half a day for Russian capital’s major attractions: the Red Square and the Kremlin . To reach the Kremlin, cross the street from Dr Zhivago and walk through the Alexander Garden to the main entrance at the Kutafya Tower . Check out all the cathedrals, including Archangel cathedral with all the tsars’ tombs and Uspensky cathedral with medieval icons. Pause to look at the famous Tsar Bell and climb Ivan the Great Bell Tower to enjoy some great views.

Exit and walk to the Red Square through the Alexander Garden, where, if lucky, you can see the change of guard. If you’re feeling hungry, stop by the food court at Okhotny Ryad shopping complex to pick up a snack.

The Red square is dominated by four buildings of equal historical importance: the Kremlin's most famous Spasskaya (Saviour) Tower , with a clock and fourteen bells that chime national anthem four times a day (6am, noon, 6pm, midnight), St Basil's Cathedral , Moscow's best-known symbol with its multi-colored domes, Lenin’s Mausoleum , the resting place of the leader of the 1917 October revolution, and GUM , Moscow's oldest department store, topped with a glass roof, designed by one of Russia's most celebrated architects, Vladimir Shukhov. 

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Right behind the St Basil’s it is the relatively new Zaryadye Park , designed by Diller Scofidio + Renfro, famous for its work on the High Line in New York City. Zaryadye showcases flora from all the climate zones of Russia, which is the largest country in the world. The floating bridge at the edge of the park is one of the biggest selfie magnets in Moscow, providing spectacular views of the river and the city skyline as the background. 

Another Zaryadye attraction is a glass pavilion that hosts restaurant Voskhod  (Sunrise) – a perfect spot for your lunch or early dinner. Voskhod focuses on dishes from all fifteen former Soviet Union republics and its inside looks like a Soviet-made spaceship with great views of the Moscow river. Try Azeri home-made pasta or trout from Lake Sevan in Armenia.

After all that walking and exploring you need some quality downtime and what better way to spend it than relaxing for a couple of hours at the famous Sanduny  traditional Russian hot bath. Make sure to get a massage with birch sticks!

You might still have time to go to Winzavod Center – a creative cluster with galleries housed at a former wine factory. Galleries like XL , pop/off/art and Ovcharenko always have something on, most likely a cutting-edge Russian contemporary art exhibition. Finish the evening hanging out at one of the best Moscow bars – try socialites’ paradise Noor Electro , co-joined with one of Moscow’s avant-garde theatres or Powerhouse Moscow , located in a 19th-century mansion, which is famous for live indie and jazz band performances. Both serve great food, too. 

Power up for a busy day ahead at one of Moscow’s trendiest coffee/breakfast spots,   Nude . Located in the upscale, well-heeled neighborhood of Patriarch’s Ponds, Nude offers a wide range of breakfast dishes, including scrambled eggs, toast, porridge and banana bread. Book ahead as it might be busy on a weekend morning.

After checking out the Patriarch's Ponds, which features prominently in Mikhail Bulgakov’s perennial novel The Master and Margarita , devote the rest of the morning and early afternoon to exploring Moscow’s best museums. Depending on your tastes, pick one of the following: Tretyakov Gallery for traditional Russian art, from medieval icons to the early 20th century;  New Tretyakov for 20th century and contemporary art as well as great temporary exhibitions;  Pushkin Museum for one of the greatest collections of Impressionist and post-Impressionist art in the world; and the Garage Museum for some eye-opening modern-art exhibitions. 

Whichever museum or gallery you choose, be sure to go to LavkaLavka for lunch, certainly one of the best places to try new Russian cuisine, which is a contemporary reading of centuries-old recipes. It’s one of the few places to try polugar , which is, allegedly, what Russians called vodka in the 19th century. 

When you talk about Russian culture, literary giants usually pop into mind: the likes of Leo Tolstoy, Fyodor Dostoevsky and Anton Chekhov. There are plenty of literary museums in Moscow, but if you had to pick one, visit Tolstoy Estate Museum , located just opposite the headquarters of Yandex, the Russian equivalent of Google. Every little detail has been restored just the way it looked when Tolstoy lived here in the 1880s–90s. 

Leave some time for exploring the Moscow Metro : every station is an architectural masterpiece in its own right. Our favorites include Mayakovskaya, Komsomolskaya and Kievskaya. Later, unwind at one of dozens of Moscow’s craft beer places . Try  Jawsspot , named after one of the leading breweries in Russia, Jaws from the Urals region, which also serves decent pizza and salads.  

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Travel Itinerary For One Week in Moscow: The Best of Moscow!

I just got back from one week in Moscow. And, as you might have already guessed, it was a mind-boggling experience. It was not my first trip to the Russian capital. But I hardly ever got enough time to explore this sprawling city. Visiting places for business rarely leaves enough time for sightseeing. I think that if you’ve got one week in Russia, you can also consider splitting your time between its largest cities (i.e. Saint Petersburg ) to get the most out of your trip. Seven days will let you see the majority of the main sights and go beyond just scratching the surface. In this post, I’m going to share with you my idea of the perfect travel itinerary for one week in Moscow.

Moscow is perhaps both the business and cultural hub of Russia. There is a lot more to see here than just the Kremlin and Saint Basil’s Cathedral. Centuries-old churches with onion-shaped domes dotted around the city are in stark contrast with newly completed impressive skyscrapers of Moscow City dominating the skyline. I spent a lot of time thinking about my Moscow itinerary before I left. And this city lived up to all of my expectations.

Travel Itinerary For One Week in Moscow

Day 1 – red square and the kremlin.

Metro Station: Okhotny Ryad on Red Line.

No trip to Moscow would be complete without seeing its main attraction. The Red Square is just a stone’s throw away from several metro stations. It is home to some of the most impressive architectural masterpieces in the city. The first thing you’ll probably notice after entering it and passing vendors selling weird fur hats is the fairytale-like looking Saint Basil’s Cathedral. It was built to commemorate one of the major victories of Ivan the Terrible. I once spent 20 minutes gazing at it, trying to find the perfect angle to snap it. It was easier said than done because of the hordes of locals and tourists.

As you continue strolling around Red Square, there’s no way you can miss Gum. It was widely known as the main department store during the Soviet Era. Now this large (yet historic) shopping mall is filled with expensive boutiques, pricey eateries, etc. During my trip to Moscow, I was on a tight budget. So I only took a retro-style stroll in Gum to get a rare glimpse of a place where Soviet leaders used to grocery shop and buy their stuff. In case you want some modern shopping experience, head to the Okhotny Ryad Shopping Center with stores like New Yorker, Zara, and Adidas.

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To continue this Moscow itinerary, next you may want to go inside the Kremlin walls. This is the center of Russian political power and the president’s official residence. If you’re planning to pay Kremlin a visit do your best to visit Ivan the Great Bell Tower as well. Go there as early as possible to avoid crowds and get an incredible bird’s-eye view. There are a couple of museums that are available during designated visiting hours. Make sure to book your ticket online and avoid lines.

Day 2 – Cathedral of Christ the Saviour, the Tretyakov Gallery, and the Arbat Street

Metro Station: Kropotkinskaya on Red Line

As soon as you start creating a Moscow itinerary for your second day, you’ll discover that there are plenty of metro stations that are much closer to certain sites. Depending on your route, take a closer look at the metro map to pick the closest.

The white marble walls of Christ the Saviour Cathedral are awe-inspiring. As you approach this tallest Orthodox Christian church, you may notice the bronze sculptures, magnificent arches, and cupolas that were created to commemorate Russia’s victory against Napoleon.

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Unfortunately, the current Cathedral is a replica, since original was blown to bits in 1931 by the Soviet government. The new cathedral basically follows the original design, but they have added some new elements such as marble high reliefs.

Home to some precious collection of artworks, in Tretyakov Gallery you can find more than 150,000 of works spanning centuries of artistic endeavor. Originally a privately owned gallery, it now has become one of the largest museums in Russia. The Gallery is often considered essential to visit. But I have encountered a lot of locals who have never been there.

Famous for its souvenirs, musicians, and theaters, Arbat street is among the few in Moscow that were turned into pedestrian zones. Arbat street is usually very busy with tourists and locals alike. My local friend once called it the oldest street in Moscow dating back to 1493. It is a kilometer long walking street filled with fancy gift shops, small cozy restaurants, lots of cute cafes, and street artists. It is closed to any vehicular traffic, so you can easily stroll it with kids.

Day 3 – Moscow River Boat Ride, Poklonnaya Hill Victory Park, the Moscow City

Metro Station: Kievskaya and Park Pobedy on Dark Blue Line / Vystavochnaya on Light Blue Line

Voyaging along the Moscow River is definitely one of the best ways to catch a glimpse of the city and see the attractions from a bit different perspective. Depending on your Moscow itinerary, travel budget and the time of the year, there are various types of boats available. In the summer there is no shortage of boats, and you’ll be spoiled for choice.

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If you find yourself in Moscow during the winter months, I’d recommend going with Radisson boat cruise. These are often more expensive (yet comfy). They offer refreshments like tea, coffee, hot chocolate, and, of course, alcoholic drinks. Prices may vary but mostly depend on your food and drink selection. Find their main pier near the opulent Ukraine hotel . The hotel is one of the “Seven Sisters”, so if you’re into the charm of Stalinist architecture don’t miss a chance to stay there.

The area near Poklonnaya Hill has the closest relation to the country’s recent past. The memorial complex was completed in the mid-1990s to commemorate the Victory and WW2 casualties. Also known as the Great Patriotic War Museum, activities here include indoor attractions while the grounds around host an open-air museum with old tanks and other vehicles used on the battlefield.

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The hallmark of the memorial complex and the first thing you see as you exit metro is the statue of Nike mounted to its column. This is a very impressive Obelisk with a statue of Saint George slaying the dragon at its base.

Maybe not as impressive as Shanghai’s Oriental Pearl Tower , the skyscrapers of the Moscow City (otherwise known as Moscow International Business Center) are so drastically different from dull Soviet architecture. With 239 meters and 60 floors, the Empire Tower is the seventh highest building in the business district.

The observation deck occupies 56 floor from where you have some panoramic views of the city. I loved the view in the direction of Moscow State University and Luzhniki stadium as well to the other side with residential quarters. The entrance fee is pricey, but if you’re want to get a bird’s eye view, the skyscraper is one of the best places for doing just that.

Day 4 – VDNKh, Worker and Collective Farm Woman Monument, The Ostankino TV Tower

Metro Station: VDNKh on Orange Line

VDNKh is one of my favorite attractions in Moscow. The weird abbreviation actually stands for Russian vystavka dostizheniy narodnogo khozyaystva (Exhibition of Achievements of the National Economy). With more than 200 buildings and 30 pavilions on the grounds, VDNKh serves as an open-air museum. You can easily spend a full day here since the park occupies a very large area.

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First, there are pavilions that used to showcase different cultures the USSR was made of. Additionally, there is a number of shopping pavilions, as well as Moskvarium (an Oceanarium) that features a variety of marine species. VDNKh is a popular venue for events and fairs. There is always something going on, so I’d recommend checking their website if you want to see some particular exhibition.

A stone’s throw away from VDNKh there is a very distinctive 25-meters high monument. Originally built in 1937 for the world fair in Paris, the hulking figures of men and women holding a hammer and a sickle represent the Soviet idea of united workers and farmers. It doesn’t take much time to see the monument, but visiting it gives some idea of the Soviet Union’s grandiose aspirations.

I have a thing for tall buildings. So to continue my travel itinerary for one week in Moscow I decided to climb the fourth highest TV tower in the world. This iconic 540m tower is a fixture of the skyline. You can see it virtually from everywhere in Moscow, and this is where you can get the best panoramic views (yep, even better than Empire skyscraper).

Parts of the floor are made of tempered glass, so it can be quite scary to exit the elevator. But trust me, as you start observing buildings and cars below, you won’t want to leave. There is only a limited number of tickets per day, so you may want to book online. Insider tip: the first tour is cheaper, you can save up to $10 if go there early.

Day 5 – A Tour To Moscow Manor Houses

Metro Station: Kolomenskoye, Tsaritsyno on Dark Green Line / Kuskovo on Purple Line

I love visiting the manor houses and palaces in Moscow. These opulent buildings were generally built to house Russian aristocratic families and monarchs. Houses tend to be rather grand affairs with impressive architecture. And, depending on the whims of the owners, some form of a landscaped garden.

During the early part of the 20th century though, many of Russia’s aristocratic families (including the family of the last emperor) ended up being killed or moving abroad . Their manor houses were nationalized. Some time later (after the fall of the USSR) these were open to the public. It means that today a great many of Moscow’s finest manor houses and palaces are open for touring.

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There are 20 manor houses scattered throughout the city and more than 25 in the area around. But not all of them easily accessible and exploring them often takes a lot of time. I’d recommend focusing on three most popular estates in Moscow that are some 30-minute metro ride away from Kremlin.

Sandwiched between the Moscow River and the Andropov Avenue, Kolomenskoye is a UNESCO site that became a public park in the 1920’s. Once a former royal estate, now it is one of the most tranquil parks in the city with gorgeous views. The Ascension Church, The White Column, and the grounds are a truly grand place to visit.

You could easily spend a full day here, exploring a traditional Russian village (that is, in fact, a market), picnicking by the river, enjoying the Eastern Orthodox church architecture, hiking the grounds as well as and wandering the park and gardens with wildflower meadows, apple orchards, and birch and maple groves. The estate museum showcases Russian nature at its finest year-round.

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If my travel itinerary for one week in Moscow was a family tree, Tsaritsyno Park would probably be the crazy uncle that no-one talks about. It’s a large park in the south of the city of mind-boggling proportions, unbelievable in so many ways, and yet most travelers have never heard of it.

The palace was supposed to be a summer home for Empress Catherine the Great. But since the construction didn’t meet with her approval the palace was abandoned. Since the early 1990’s the palace, the pond, and the grounds have been undergoing renovations. The entire complex is now looking brighter and more elaborately decorated than at possibly any other time during its history. Like most parks in Moscow, you can visit Tsaritsyno free of charge, but there is a small fee if you want to visit the palace.

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Last, but by no means least on my Moscow itinerary is Kuskovo Park . This is definitely an off-the-beaten-path place. While it is not easily accessible, you will be rewarded with a lack of crowds. This 18th-century summer country house of the Sheremetev family was one of the first summer country estates of the Russian nobility. And when you visit you’ll quickly realize why locals love this park.

Like many other estates, Kuskovo has just been renovated. So there are lovely French formal garden, a grotto, and the Dutch house to explore. Make sure to plan your itinerary well because the estate is some way from a metro station.

Day 6 – Explore the Golden Ring

Creating the Moscow itinerary may keep you busy for days with the seemingly endless amount of things to do. Visiting the so-called Golden Ring is like stepping back in time. Golden Ring is a “theme route” devised by promotion-minded journalist and writer Yuri Bychkov.

Having started in Moscow the route will take you through a number of historical cities. It now includes Suzdal, Vladimir, Kostroma, Yaroslavl and Sergiev Posad. All these awe-inspiring towns have their own smaller kremlins and feature dramatic churches with onion-shaped domes, tranquil residential areas, and other architectural landmarks.

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I only visited two out of eight cities included on the route. It is a no-brainer that Sergiev Posad is the nearest and the easiest city to see on a day trip from Moscow. That being said, you can explore its main attractions in just one day. Located some 70 km north-east of the Russian capital, this tiny and overlooked town is home to Trinity Lavra of St. Sergius, UNESCO Site.

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Sergiev Posad is often described as being at the heart of Russian spiritual life. So it is uncommon to see the crowds of Russian pilgrims showing a deep reverence for their religion. If you’re traveling independently and using public transport, you can reach Sergiev Posad by bus (departs from VDNKh) or by suburban commuter train from Yaroslavskaya Railway Station (Bahnhof). It takes about one and a half hours to reach the town.

Trinity Lavra of St. Sergius is a great place to get a glimpse of filling and warming Russian lunch, specifically at the “ Gostevaya Izba ” restaurant. Try the duck breast, hearty potato and vegetables, and the awesome Napoleon cake.

Day 7 – Gorky Park, Izmailovo Kremlin, Patriarch’s Ponds

Metro Station: Park Kultury or Oktyabrskaya on Circle Line / Partizanskaya on Dark Blue Line / Pushkinskaya on Dark Green Line

Gorky Park is in the heart of Moscow. It offers many different types of outdoor activities, such as dancing, cycling, skateboarding, walking, jogging, and anything else you can do in a park. Named after Maxim Gorky, this sprawling and lovely park is where locals go on a picnic, relax and enjoy free yoga classes. It’s a popular place to bike around, and there is a Muzeon Art Park not far from here. A dynamic location with a younger vibe. There is also a pier, so you can take a cruise along the river too.

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The Kremlin in Izmailovo is by no means like the one you can find near the Red Square. Originally built for decorative purposes, it now features the Vernissage flea market and a number of frequent fairs, exhibitions, and conferences. Every weekend, there’s a giant flea market in Izmailovo, where dozens of stalls sell Soviet propaganda crap, Russian nesting dolls, vinyl records, jewelry and just about any object you can imagine. Go early in the morning if you want to beat the crowds.

All the Bulgakov’s fans should pay a visit to Patriarch’s Ponds (yup, that is plural). With a lovely small city park and the only one (!) pond in the middle, the location is where the opening scene of Bulgakov’s novel Master and Margarita was set. The novel is centered around a visit by Devil to the atheistic Soviet Union is considered by many critics to be one of the best novels of the 20th century. I spent great two hours strolling the nearby streets and having lunch in the hipster cafe.

Conclusion and Recommendations

To conclude, Moscow is a safe city to visit. I have never had a problem with getting around and most locals are really friendly once they know you’re a foreigner. Moscow has undergone some serious reconstruction over the last few years. So you can expect some places to be completely different. I hope my one week Moscow itinerary was helpful! If you have less time, say 4 days or 5 days, I would cut out day 6 and day 7. You could save the Golden Ring for a separate trip entirely as there’s lots to see!

What are your thoughts on this one week Moscow itinerary? Are you excited about your first time in the city? Let me know in the comments below!

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24 comments.

Ann Snook-Moreau

Moscow looks so beautiful and historic! Thanks for including public transit information for those of us who don’t like to rent cars.

MindTheTravel

Yup, that is me 🙂 Rarely rent + stick to the metro = Full wallet!

Mariella Blago

Looks like you had loads of fun! Well done. Also great value post for travel lovers.

Thanks, Mariella!

I have always wanted to go to Russia, especially Moscow. These sights look absolutely beautiful to see and there is so much history there!

Agree! Moscow is a thousand-year-old city and there is definitely something for everyone.

Tara Pittman

Those are amazing buildings. Looks like a place that would be amazing to visit.

Adriana Lopez

Never been to Moscow or Russia but my family has. Many great spots and a lot of culture. Your itinerary sounds fantastic and covers a lot despite it is only a short period of time.

What was their favourite thing about Russia?

Gladys Parker

I know very little about Moscow or Russia for the\at matter. I do know I would have to see the Red Square and all of its exquisite architectural masterpieces. Also the CATHEDRAL OF CHRIST THE SAVIOUR. Thanks for shedding some light on visiting Moscow.

Thanks for swinging by! The Red Square is a great starting point, but there way too many places and things to discover aside from it!

Ruthy @ Percolate Kitchen

You are making me so jealous!! I’ve always wanted to see Russia.

Moscow is in my bucket list, I don’t know when I can visit there, your post is really useful. As a culture rich place we need to spend at least week.

DANA GUTKOWSKI

Looks like you had a great trip! Thanks for all the great info! I’ve never been in to Russia, but this post makes me wanna go now!

Wow this is amazing! Moscow is on my bucket list – such an amazing place to visit I can imagine! I can’t wait to go there one day!

The building on the second picture looks familiar. I keep seeing that on TV.

Reesa Lewandowski

What beautiful moments! I always wish I had the personality to travel more like this!

Perfect itinerary for spending a week in Moscow! So many places to visit and it looks like you had a wonderful time. I would love to climb that tower. The views I am sure must have been amazing!

I was lucky enough to see the skyline of Moscow from this TV Tower and it is definitely mind-blowing.

Chelsea Pearl

Moscow is definitely up there on my travel bucket list. So much history and iconic architecture!

Thumbs up! 🙂

Blair Villanueva

OMG I dream to visit Moscow someday! Hope the visa processing would be okay (and become more affordable) so I could pursue my dream trip!

Yup, visa processing is the major downside! Agree! Time and the money consuming process…

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