|November 5th, 2005, 10:42 AM||#1|
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Join Date: 11-04-05
Location: Happy Funtown U.S.A.
Mentioned: 2 Post(s)
Ford Axle ID and Info
Donor Vehicles:AEROSTAR 90-95, BRONCO II 84-90, RANGER w/o 4.0L 83-96
Axle Shaft Diameter: 1.2 Inches
Spline count: 28
Ring Gear Diameter: 7.5 Inch
Maximum tire size for stock axle: 33-inch
Strong point: Approximately the same pinion diameter as a Dana 60, mass availability.
Weak point: C-clips.
Donor Vehicles:AEROSTAR 90-96, BRONCO 81-94, EXPLORER 90-96, RANGER W/4.0 90-92, E & F150-250 83-96, F100 81-90
Axle Shaft Diameter: 1.31 Inches
Spline count: 28, 31
Ring Gear Diameter: 8.8 Inch
Factory ratios: 2.47:1 through 4.10:1
Maximum tire size for stock axle: 37-inch
Strong point: Approximately the same pinion diameter as a Dana 60, mass availability
Weak point: C-clips
Junkyard jewel: Look for fullsize Ford trucks made after late '86 with ABS because these axles had a larger 7/8-inch-diameter cross pin. Also look for late-model Explorers equipped with these axles because they have disc brakes and 31-spline axles.
Building secrets: The stock diff cover is very thin, so replace it with a quality aftermarket cover. Also, apply silicone to the pinion splines because some builders have found that they're prone to leaking
Aftermarket alternatives: Currie Industries, Custom Differentials, DTS Custom Service, Mountain Off Road Enterprises
Notes: An Explorer 8.8-inch is a popular swap for TJ Wranglers because it's almost exactly the same width as the stock Wrangler axles and thus requires no width modifications. Further, Alan at Mountain Off Road Enterprises says that the Explorers used the same wheel bolt pattern as a TJ. Other vehicles that used the 8.8-inch axle included Ford ½-ton trucks from '80 to present, and Mustang GTs.
Ranger VS Explorer: The Rangers use a 28-spline 8.8-Inch axle on 4.0 Liter engine applications and a 31-spline axle on FX4 applications. All Explorer's are equipped with a 31-spline 8.8-Inch axle
Donor Vehicles:BRONCO 67-86, E&F 100&150, 57-86, E200 68-74
Axle Shaft Diameter: 1.19 and 1.33 Inches
Spline count: 28 or 31
Ring Gear Diameter: 9 Inch
Factory ratios: 2.50:1 through 4.56:1
Maximum tire size for stock axle: 37-inch
Strong point: Removable third member allows for easy upgradeability, can upgrade to larger-diameter pinion
Weak point: Difficult to remove third member if an axleshaft breaks, stock pinion-shaft diameter is smallish
Junkyard jewel: They're hard to find, but some Ford ½-ton 4x4 pickups were equipped with an optional nodular-iron 9-inch, which was stronger and offered less chance of bearing-cap failure
Building secrets: Replace the crush sleeve in the pinion bearing with solid spacers and shim kit. This eliminates the movement of the pinion shaft under hard load
Aftermarket alternatives: Currie Enterprises, Custom Differentials, DTS Custom Service, National Drivetrain Inc., Randy's Ring & Pinion
Notes: be careful when hunting for a 9-inch in junkyards because they are cosmetically similar to the weak (and expensive) Ford 8-inch axle. Also beware of the 9 3/8-inch axles in Lincoln cars because they also look similar but take a different axle length on one side due to their slightly offset housing.
9" in cars info
Everything You Wanted to Know About the 9"
(9.75" Info Currently Missing)
(image slightly distorted)
Donor Vehicles:F250 & F350 83-97
Axle Shaft Diameter: 1.5 Inches
Spline count: 35
Ring Gear Diameter: 10.5 Inch
Factory ratios: 3.08:1 through 4.10:1
Maximum tire size for stock axles: 44-inch
Strong point: Large teeth on ring-and-pinion, mass availability
Weak point: Ring-gear bolts tend to loosen
Junkyard jewel: Use an axle out of a '99-or-newer Ford truck because they sported disc brakes
Building secrets: The stock ring-gear bolts are notorious for loosening due to their design, which omits a shoulder on the bolts. Custom Differentials uses Dana 70 ring-gear bolts, which have shoulders and won't loosen
Aftermarket alternatives: Custom Differentials
Notes: This axle debuted in the early '80s in ¾- and 1-ton Ford pickups and vans, including dualies. Their popularity with builders took awhile to grow, due to the slow availability of aftermarket gears and parts. One of the reasons was that most Sterling axles manufactured after '87 used ABS senders in the differentials, which limited their upgradeability. One of the neat things about Sterling axles is the unique O-ring design on the axleshafts, which are less likely to leak when compared to standard gaskets
Last edited by cornfed; November 5th, 2005 at 11:38 AM.
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