ok, what obscure tech knowledge do you have?
let's get a serious Ford page going together for the Pirate bible... I have alot of pretty useless numbers around that could help people some day, so what do you know that many others don't? I'd like to see everything from the basics of the 9" (splines/gears/years) to what you know about wristed arms, how long Duff coils are unloaded, blah blah blah... whatever... Someday I'll get together a page for Lance to put in the bible for us (I hope).

Oscure knowledge uh?......well I don't have a lot of hard numbers off of the top of my head to throw at you all, but I do have a large collection of Factory shop manuals for Ford Cars/Econolines and F-series trucks for the 1960's, I've owned 17 Falcons, First Gen. Econolines, Big and Small Bronco's, and F-250's over the years. I'll help where I can.

Eric

Dana 21 POS single speed xcase

how do I know its a POS. I've got one.:flipoff2:

83 -89 ish rangers and bronco II had a dana 28 front axle with reverse rotation gears. It is a POS and the U joints break like twigs taking out the shafts. They also have 25 spline hubs.

90 ish -97 rangers and 91-94 exploers have a dana 35 front axle. Uses the same size u joint has dana 44 axles so they can hold up fairly well. They use 27 spline hubs and are also reverese rotation.

There are a few dana 35s floating around that have dana 28 gears so you have to watcg out for that as well.

Another weakness is the wheel bearing design. They dont like to stay tight with big tires.

A dana 35 is pretty much a bolt in swap in the place of a dana 28. You may need to have your drive shaft shortend and maybe drill the holes in the radius arms bigger.

When swapping or have a dana 35 front watch what kind of lift you run. some of the drop brackets for lift will allow the drop bracket to hit the diff and put a hole in the aluminum housing.

With that said both are still TTB and suck for anything other then high speed desert stuff so do a solid axle swap first and dont waste money on stock axles like I did.

Matt

I know quite a bit about 385 series engines, i.e. the 429/460. I can dig to find other block styles too, thats just my fav...along with most of the ford community. Clevelands always spark my interest too, NASCAR didn't ban them for fun ya know :) I'm about to do a 460 swap from a 400 in my 79 F-250, it'd be the same for the bronco.

Originally posted by Alpo23
Oscure knowledge uh?......well I don't have a lot of hard numbers off of the top of my head to throw at you all, but I do have a large collection of Factory shop manuals for Ford Cars/Econolines and F-series trucks for the 1960's, I've owned 17 Falcons, First Gen. Econolines, Big and Small Bronco's, and F-250's over the years. I'll help where I can.

Eric

17!!! wow die hard ford man here, old habits die hard-or in this case at all! I really want a 66 F-250 4wd, seen many of them?

Heres axle codes for BII, Ranger and Explorer:

http://www.users.qwest.net/~ntrpriz/Axle.htm

Ford Front Axles; F-250 '59-'75 D-44 Low pinion, closed knuckle, drum brackes. '65-'75 #3500 optional HD axle had larger Knuckle and large external hub.
'76-77 1/2 D-44 Low pinion open knuckle with ball joints and Disc brakes. 5-297 u-joints
77 1/2 -79 D-44 Hi-pinion open knuckle with disc brakes. 5-297 u-joints.
'74-'75 (Crew Cab only) D-60 Low-pinion Closed knuckle drum brakes. ( not worth the trouble )
'76-'77 (Crew Cab only) D-60 Low-pinion open knuckle Discs. (again not worth it 'cause of weaker 30 spline inner axles)
'78-'79 ( Super Cab & Snowfighter) D-60 Hi-pinion open knuckles and disc brakes ( The best, as always)

F-350 '78-'79 D-60 Hi-pinion open knuckle with disc brakes.

F-100/F-150 '76-'79 Hi-pinion open-knuckle and disc brakes.

All Ford axles are driver side drop ( what other kind is there ?!?!?)

ALL Front axles made for the '78 model year and newer are Hi-pinion, no ifs, ands or buts.

Rear axles;

F-100/F-150:
'59(?)-'79 Ford 9" semi float with 5-5 1/2 bolt pattern.
'80-'86 Ford 9" different bearing design for the axle.
'59(?)-'68 D-44 with Power-loc as an option.
'77-'79 D-44 w/wo trac-loc in F-100 4x2 only

F-250:
'59-'79 D-60 Full float axles. (Early years used a stud and cone washer w/nut to retain the axle but around '69/'70 the design changed to a bolt retainer.) 16 splines from'59-'75, 30 splines from '76-'79

All of the above is subject to change without notice as Ford did whatever they pleased :D :D

Eric

More later........

10.25 full floater rear: found on F250s and 350s from '85ish to '97ish. Ring gear 10.25" dia, retained by 12 bolts to the carrier. Shafts are 1.5" 35 spline. Current gear ratios include 3.55, 4.10, 4.56, 5.38 and 7.17. Beefy as hell, and no one knows what it is. One quirk is that there were two pinion designs: long style which is generally '94+ and short style pre'94. Need to know for ordering gears altho you can convert back and forth with the appropriate yoke, or the yoke can be machined in some cases. Newer models will have ABS plug for excitor ring in diff to keep newer ECMs happy.

10.25 semi floater rear: same years as above, seems more common in the mid '80s, found only on light duty (LD) F250s TTBOMK. These trucks would most likely have been equipped w/the D44HD TTB vs the D50 TTB found on the HD models, but anything is possible. C-clip axle, unsure of other specs (who cares?).

10.5 full floater rear: same housings as above. Found on newer Superdutys, '99+ (unsure about '98 F250s as '98 was kinda a bastard year for 3/4t and 1t trucks). Ring gear is 10.5 inches obviously. Unsure of other specs but believe axles are shorter as wheel bearing hubs appear to be a lower profile than 10.25s. Can interchange ring and pinions w/10.25s by using appropriate carrier. Generally disc-brake equipped but metric wheel bolt pattern and hub-centric I believe.

10.5 semi floater rear: not sure if there is such a thing - again, who cares? But there is a 9.75 under most V8 '97+ F150s. Uses same housing as 10.25/10.5 but has smaller ring gear and is semi-float 5 lug metric wheel bolt pattern.

I know that FORD's are better than cheby's. :D

Really though, this is a good idea and some good info so far.

I've done two 351m to a 460 swaps in Big Broncos...

:D

Originally posted by RockRanger
83 -89 ish rangers and bronco II had a dana 28 front axle with reverse rotation gears. It is a POS and the U joints break like twigs taking out the shafts. They also have 25 spline hubs.

90 ish -97 rangers and 91-94 exploers have a dana 35 front axle. Uses the same size u joint has dana 44 axles so they can hold up fairly well. They use 27 spline hubs and are also reverese rotation.

There are a few dana 35s floating around that have dana 28 gears so you have to watcg out for that as well.

Another weakness is the wheel bearing design. They dont like to stay tight with big tires.

A dana 35 is pretty much a bolt in swap in the place of a dana 28. You may need to have your drive shaft shortend and maybe drill the holes in the radius arms bigger.

When swapping or have a dana 35 front watch what kind of lift you run. some of the drop brackets for lift will allow the drop bracket to hit the diff and put a hole in the aluminum housing.

With that said both are still TTB and suck for anything other then high speed desert stuff so do a solid axle swap first and dont waste money on stock axles like I did.

Matt

Heres some more midsize Ford stuff:

The Dana35 front is found in ALL '90-'97 4.0V6 Rangers/ '90-'94 Explorers, along with a Ford 8.8" rear. The Ranger 8.8 is 28 spline (upgradable to 31), from what I understand, ALL Explorer 8.8s are 31 spline.
'95up Explorer axles are the ones with disc brakes with the "top-hat" style parking brake. Some still had drums.
'90-'92 Ranger 8.8s are 57 1/2" wide, '93up ones, 58 1/2"
Explorer 8.8s are 59 1/2" flange-to-flange.

A fairly good number of '90 2.9V6 BroncoIIs also had Dana35s, but with 7.5" rears. These are the ones to look for as you can lock them up front/rear with decent lockers (Detroit rear/ARB front, etc). The 7.5 is fairly strong with a Detroit. I haven't heard of a 8.8 ever making it into a BroII.

The halfbred D28/35 was found mostly in non-4.0 trucks in the '90-'97 models along with a 7.5" rear. They can easily be identified by the lack of reinforcing ribs on the backside of the diff housing. Also, pulling the fill plug will reveal a direct view of the bearing cap on these. A real Dana35 will have the carrier visible in the fill hole.
These are hardly any more desirable than the earlier POS Dana28s.

Lift kits that REPLACE the passenger side axle beam bracket don't pose the poking-a-hole-in-the-diff threat that kits that drop the stock bracket do. Skyjacker and James Duff replace this bracket.

The main things that limit a TTBs articulation are the stiff springs and too short shocks that come with most suspension kits. With better springs and shocks that will allow the spring to droop all the way can make it perform rather well in rocks and other slow-going terrain. 20" of travel is not unrealistic for a Ranger/BroII.
Of course, a SAS can easily get you similar numbers for travel.
ALL the TTB axles have reverse-cut gears.

In '98 ('95 for Explorer) Ford switched to a more conventional SLA control arm IFS with a non-standard Dana35 that has a narrower diff carrier that won't fit any real lockers. These things are flat out junk. They are the least desirable unless you are planning a SAS. Then you just have to figure out how to get rid of that rack-n-pinion steering setup for a regular steering box. These use standard cut gears.

Back to the top,

come on, share the wealth of knowledge.

Eric

Well, I know mine is a PIA!!

But, when you put 351 heads on a 302, you need the damn bolt adapter kit.

When I swapped a 429 from a 71 t-bird into my 79 bronco I needed a flywheel from a 390 for it to mate to the np435.

When your MAS is bad on a 94 4.0 it will cause the A4LD to act like a complete ass. Some engineer was eating a huge shit sandwich and smoking crack when they designed that shit. They are wired together.

Fusable links are the DEVIL!!

Its all I can think of right now, be back when I think of more..

:smokin:

9" tech link I stole off a post on the Gen4x4 board
http://hiqties.hypermart.net/9inch.html

33's can fit on a stock 2wd F-250! :flipoff2:

In about a month I should know all about swapping a d44 and 9" into a 98 ranger, and have lots of pics :)

back to the top, can't let this fall off of the front page.

Hey Fullsizes Rule, When are you going to submit some of this for the Bible?

Eric

I was a Ford auto trans tech for 8 years.I still have all of my trans manuals ,special tools,and my Ford EEC scan tool .I dont have any Ford trucks but I do have a 68 Mustang with a 93 Cobra 5.0 with the EFI and 5 spd. and a 2 door 65 Falcon wagon :D

Originally posted by FRIZZLEFRY
I was a Ford auto trans tech for 8 years.I still have all of my trans manuals ,special tools,and my Ford EEC scan tool .I dont have any Ford trucks but I do have a 68 Mustang with a 93 Cobra 5.0 with the EFI and 5 spd. and a 2 door 65 Falcon wagon :D

So what time did you want me to be at your place for my E4OD rebuild :)

When can you be here :D Whats wrong with it?

ok, I know I havn't done much of shit on this, but I still want to... just been busy.
Just bringing it back up so it don't get lost or deleted on one of Bill's cleanings

Originally posted by D60
But there is a 9.75 under most V8 '97+ F150s. Uses same housing as 10.25/10.5 but has smaller ring gear and is semi-float 5 lug metric wheel bolt pattern.

Ford didnt introduce the 9.75 until 2000. `97-99 F150s still used a drum brake 8.8". It is a 31 spline axle, pretty strong, but the bolt pattern is gay (5x135mm)...wtf is up w/ metric crap on american vehicles?

In about a month I should know all about swapping a d44 and 9" into a 98 ranger, and have lots of pics

Workin' on getting my parts together now...happening in about 2 weeks...i've learned that the solid D44 and the TTB 44 use the same inner and outer wheel bearings, hubs, rotors (i think) and also lower ball joints. Spare parts, woohoo!! More to come I'm sure....

Lets see, I know quite a few specs on ford engines, I do my own brakes, u-joints and stuff. Now I gotta install new seals and wheel bearings on my rear axleshaft. And I made myself a
throttle body spacer 3/4 of a inch thick on a non-computerized lathe back in hs. I can post pics later.

Hi guys, I'm a long time lurker, and previously had an account here, but apparently it got nuked after a couple years disuse. Anyway, I have a bit of experience to share:



But, when you put 351 heads on a 302, you need the damn bolt adapter kit.

Not entirely true. You CAN go that route. But you don't HAVE to. I run 351 heads on the 289 in my Mustang. Since the dowel pins align the head, and the head bolts only really exert clamping force, I just used the appropriately sized grade 8 washer. Been about 10,000 miles so far, and it seals great.


Hmmm... other Ford tech....

Porting post '67 heads on the exhaust side to remove the "smog lump" frees up alot of horsepower. It's free to do if you already have the die grinder and a bit of an adventurous spirit.


Stuffing a 351w cam into a 289 or 302 will yield a 289 or 302 "H.O.". That's what ford did from the factory with the HO motors. Of course you have to change to the 351 firing order. Runs wicked smooth in my Bronco. As a side bennie, the altered firing order is said to stress the block less, as you don't have cylinders 1 & 4 firing one after the other (or was it 4 & 8? I don't remember my firing orders right now).

Originally posted by Blk69stang
Stuffing a 351w cam into a 289 or 302 will yield a 289 or 302 "H.O.". That's what ford did from the factory with the HO motors. Of course you have to change to the 351 firing order. Runs wicked smooth in my Bronco. As a side bennie, the altered firing order is said to stress the block less, as you don't have cylinders 1 & 4 firing one after the other (or was it 4 & 8? I don't remember my firing orders right now).
How much power does this free up? i've heard of it being done but wasnt sure of the consequences.

Originally posted by Rerard
In about a month I should know all about swapping a d44 and 9" into a 98 ranger, and have lots of pics :)


A month!? what the hell was I thinking, I started the swap a few weeks ago and am almost done, have the axle under there and the steering is pretty much ready, then it will go to the shop for a driveshaft.

Why does my 74' Bronco with the Explorer pkg. have a 9" rear axle with big bearings and it 's considered a Torino style ? This baffles me still after owning this pos for 7 yrs. Also , whats up w/ the puny lil' p/s pump on all engines in eb's ? Saginaw type pumps were available then I would assume . hmmmmmm. :flipoff2:

How about some info on swapping a d44 for a d30 in EBs? and Why does my d20 tx case whine so much in 4L?

Originally posted by bigredford04

How much power does this free up? i've heard of it being done but wasnt sure of the consequences.


According to the shop monkey that did the machine work on my blcok, it's supposed to be fairly significant. My only estimate would be "enough that Ford could get away with charging more money for". I seriously don't know, because as yet the motor has 1 mile on it, and I'm about 3000 miles away from my rig. :( Ahh, the joys of college. But generally, the 351w cams have more lift and duration, which generally means more HP. As for consequences, there are none... just free horsepower. Er, free if you're buying the block kit anyway. I say, if you gotta pay for a stock cam, might as well make it one that'll perform. Performance cam output at stocker price. Can't beat it. If you're rebuilding anyway, go for it, but if you're swapping a cam you might as well call up comp cams or somebody like that. From what little I've driven it since the rebuild, it is quite snappy (snappier than my 351 headed 289). As for long term thoughts... I'll get back to ya in about a month. :D



Why does my d20 tx case whine so much in 4L?

Because it's strong!!! :D Straight cut gears are stronger, but noisier.

For you EB guy's

All U-100's (EB's) from 1973-1977.5 Dana 44 axles came with the axle shaft 660029. Thus they run the 5-260x u-joint.

71-72 Dana 44's ran the 904686 shaft, I'm not sure on the U-joint but I'd guess also runs a 5-260x u-joint.

68-71 Dana 30's ran the 902754 with the 5-260x u-joint.

67 Dana 30 ran the 901463 axle shaft with the 5-260x u-joint.

You can replace the short side shaft with a F100/F150 axle shaft to run the 5-297x U-joint. You'll need to trim up to 1" of the shaft depending on what year you graps the F100/F150 shaft from.

when doing the 351M to 460 swap, you can save some coin a few ways. Use 390 motor mounts and cutting them up to fit on the 460. This is the alternative to shelling out $100 plus for L&L or performance unlimited's motor mounts. Also if you have a NP435, you will have to cut aprox 5/8" out of the frame bracket for the equilzer bar. This is so the equilizer bar's geometry will be corrected. (I'll upload a pic when I can) The easiest place to find the rear sump oil pan/pickup/main stud you need is in '83 and up vans. They are tough to get out, but you have a better chance of finding one in a van at the wrecking yard. The swap is alot easier if you take off your front clip. Put your headers on before you put the clip back on too. :)

Matt

I dunno nothing!!!

Ya need any help getting that page done in any way lemme know.
Assembling data, or orginizing it, collection point...just lemme know.

I was thinking of actually devoting a E-mail addy to nothing but tech for people that have good info to send data ta and then I could assemble it and at least get it all into specific sections and go from there. Maybe a foolish idea I dunno....... just seems so much floating around...so much time one needs to invest to gather it themselves and that seems to stop projects of this nature seemingly from getting finished...hence the idea of a central point to have it all sent to and then assembled so someone with lots of HTML experiance can get all the tech in one place. Dunno I am just mumbling here...but offer stands any way I can help PM me or yell at me in chat...
NoRM

the mid 80's ford trucks used the same Brake booster mounting pattern and same lenght rod....

well my actual info is 88 F350, 87 Ranger, 86 BII, 83 F150, 94 Explorer, 91 Explorer, 92 Ranger..... alll have the same length rod in the break booster so upgrade is not to hard... i put an F350 booster in my Ranger.... :D

Wild Horses 5 1/2" rock crawler coils measure 17 1/4" compressed, under a 89 Ranger with a 302. With SAS suspension.

Originally posted by SittonHigh
Wild Horses 5 1/2" rock crawler coils measure 17 1/4" compressed, under a 89 Ranger with a 302.
SA or TTB suspension?

The difference in length in 80-96 F-Series frames between the reg. cab, ex. cab, and crew cab is found between the trans x-member and the kickup for the rear cab mounts, and, when you cut 22" out of an ex. cab frame in that area, a reg. cab will bolt up like it was supposed to be there. For SWB vs. LWB, it's 16" between the frontmost bed bolts and the front spring hangar... I'm soon to chop that out too, I like having things they didn't build...

Other useless information: BW 1345's suck, espically after 155K miles, broke the chain in mine today, and, it went out through the side of the case... 460's kick ass(only Ford V8 I'd have, gve me a 300 I-6 otherwise.) 87 Up factory 460 trucks have an external oil cooler, The diesels use transmissions/bellhousings with the BBF bolt pattern, but, the starter boltholes aren't drilled because the starter bolts to the SAE to BBF bolt pattern adaptor. Details are still sketchy, but, it seems the 7.3 PS still uses that adaptor, so, that nice ZF 6 speed should bolt up behind a 460.
Evan

an old 3 lever style clutch hit a late model bellhousing!!!
73 302 w/ an 80's model bell w/ slave bracket.
shon

i know that you can shove bigger tires under the fenders of ford trucks (ie stock w/33s, 4"lift w/35s). And that the 4.9L is a monster.

found asuper cheap way(not mickey mouse) to fix the broken clutch push rods to never break again and not plasticand no parts replacement like removing trans to replace clutch master and slave(sold as a unit) actually did an article for a magazine and was printed.

Well, not much for engine tech numbers from me, but here are a couple things that might help:

Bronco Graveyard 5.5" lift coils for an EB are 28" unloaded

I have the number (somewhere) of a guy here in NC with about 50-75 EBs of all years that he sells parts off of CHEAP. Doesn't advertise..will try to find the number.

Ranger 8.8 axles: 10" drum brakes, 28 spline shafts, c-clip
best mod: upgrade to 31 spline shafts and a Detroit
Don't waste your money on the IFS front axle!

3.0L V6 will last a long time, but it's definitely not good for power!

Relocate air intake on ranger before wheeling in deep water.

Dean

Wow this was a good thread of usefull info too bad it died but the 351 into 302 info greaty appreciated now its got me thinkin

not set in stone, needs to be updated a little since posting but its pretty accurate. its something im working on in my spare time so bear with it being imcomplete. i have some manual trans info, transfer case info also in the works.

92-96 differences:
http://www.olderfseries.net/forum/viewtopic.php?f=6&t=5300

87-91 differences:


80-86 differences:
http://www.olderfseries.net/forum/viewtopic.php?f=4&t=5297

53-79 differences:
http://www.olderfseries.net/forum/viewtopic.php?f=3&t=5301

auto trans info:
http://www.olderfseries.net/forum/viewtopic.php?f=20&t=121

Cant give much help but Randy at Performance Unlimited/Bulletproof Steering is pretty much a god when it comes to Fords...

Here he has alot of info

http://performanceunlimited.com/library.html


Or just email or call him...He will talk your ears off...

If your driving an 80s rbv along some steep hills and both fuel pumps just up and decide to quit working....... Youve tripped the rollover switch which you shouldve disconnected at the parking lot and loop the wires together. Sorry this gave me a headache all damn night I figured I should post it.

If your driving an 80s rbv along some steep hills and both fuel pumps just up and decide to quit working....... Youve tripped the rollover switch which you shouldve disconnected at the parking lot and loop the wires together. Sorry this gave me a headache all damn night I figured I should post it.


so how did you figure that out.

79' F350 4X4 camper special (small cargo door pass. front bedside) is the most treasured model.:smokin:.

Practically all F100 4x4's came w/wimpy weak small single spd Dana 21 T/C's. NP manual tranny in front of these T/C's is essentially a 2x2 tranny. No other T/C's will bolt up. Replace w/78'-79' F150/F250/FSB tranny/TC.

Inverted "Y" steering linkage TR/DL can be easily forgotten in favor of 78'-79' F150/FSB TR/DL.

F100 4x4's usually are manual reverse rack steering. Replace w/78'-79' PS box/TR/DL.

Ford's problematic "hydraulic" steering ram on mid 70's F250 is POS.

Will add more as I can recall.

78'-79' F350 4X4 camper special (small cargo door pass. front bedside) is the most treasured model.:smokin:.

Will add more as I can recall.

No such thing as a 78 F350 4x4. 79 was 1st year of the f350 4x4.

good thread keep it coming.

wyazel1....Edited original post for accuracy :D. Thank You.

Practically all F100 4x4's came w/wimpy weak small single spd Dana 21 T/C's. NP manual tranny in front of these T/C's is essentially a 2x2 tranny. No other T/C's will bolt up. Replace w/78'-79' F150/F250/FSB tranny/TC.

X2......a few F-100s came with the C6 married NP205 or Np203. The 4x4 FE C6 is hard to come by but one can made by using bb 4x4 C6 guts and tail piece/shaft with an FE 2x4 C6 case.


Inverted "Y" steering linkage TR/DL can be easily forgotten in favor of 78'-79' F150/FSB TR/DL.

Easy bolt on upgrade if you use the pitman arm, tie rod and draglink.


F100 4x4's usually are manual reverse rack steering. Replace w/78'-79' PS box/TR/DL.

Besides the box you'll need the shaft in the steering column plus both lower shafts/rag joint. Usually pitman arm, drag link and tie rod too. Figure on everything from the steering wheel to the knuckles.


Ford's problematic "hydraulic" steering ram on mid 70's F250 is POS.

Amen. A slightly different version came on '75 and earlier F-100s too. The 2 I've had weren't worth working on, unreliable, weak and expensive leaky pigs. Best fixed with '78-'79 stuff.

'73-'75 F-100s and '70(?)-'75 Broncos D44 fronts can be easily upgraded to disc brakes using '76 F-100, '76-'79 F-150, or '76-'79 Bronco stuff. Knuckles, caliper mount, spindle, hub and rotor.

Some '74ish F-100 4x4s came with a 'N' case third member in the 9 inch.

Slip joint and center u-joint in a TTB can be replaced without tearing the axle down by using a hydraulic jack to press out the u-joint.

when doing a RBV v-8, 4 spd man swap, use the external slave bellhousing with stock full size slave and hose, pull the retainer pin on the stock RBV master, insert the hose from the full size reinstall the retainer pin. it is best to have all the parts out of the vehicle, and do this while bench bleeding everything, since there is no bleeder screw!

4XFord.....Thanks for remindin'/slappin' my noggin w/ the rest of the details. This thread has HUGE potential:smokin:
Tryin' to keep my "F-fun-hundred" operational 30 yrs ago/ZERO budget...when the biggest tire was a 36":eek:w/junkyard parts.
Now I'm an old semi-crippled handsome fat sneaky guy with a budget that I routinely deplete on 4x4 junk:flipoff2:
Thanks again to all the FOMOCO's.

HP KP D60 axles came in 79' & 86' thru 91.5' F350 4X4 SRW & DRW. While the 79' axles are increasingly impossible to find, the later axles are an excellent candidate for weld on suspension points, contrary to popular belief.
Later model axles require more imaginative fab/prep of axle housing. Shortened the driver side tube/diff housing overlap/spring perch 2" for my one ton Big B' install. ZERO issues 5 yrs. later of hard wheelin.

Here's a pic of SVT's HP KP D60, fab/prep by F250 I believe.

so how did you figure that out.

lol by chance the first time when I was blocking the trail thanks for givin me a hand.

I've never parted anything before 1964 (so I don't know) but here's up to 1979.

Rear leaf spring widths:
67-76 4wd F250 = 2 1/4"
66-77 EB = 2 1/4"
64-72 2wd F100/F150 = 2 1/4"
73-79 2wd F100/F150 = 2 1/2"
73-79 4wd F100/F150 = 3"
73-79 2wd F250 = 3"
77-79 4wd F250 = 3"

Any axle from 2 1/2" wide rear spring 73-79 2wd setup is same spring offset and will bolt onto 3" spring setup from 4wd. Difference is in spring hangers. 2 1/4" is narrower due to frame differences.

67-76 4wd F250 and 67-72 2wd chasis is same width front to back and rear axle can be easily slid forward or back. 73 2wd onward and 77 4wd onward the frame flares out behind cab and wheelbase can not be altered without major mods.

73-75 F100 4wd frames are boxed in more and beafier up front than 76-79 F100 frames. 73-75 rear cross member is likely rusted and needs replaced with 76-79 due to bad design and no rust preventative from factory.

EB and 73-77 F100/F150 front spring cups/ I-beams/ C's has spring cup mount bolts closer than 78-79 F100/F150 and not interchangable.

73-77 4wd F100/F150 has HP44 w/ drums and weld on C's
78-79 4wd F100/F150 has HP44 w/ disk and cast C's

That's good tech on the springs. :D

I have to disagree slightly with the D44 info, here's what I have, I know it's a R but at least it's mine. :flipoff2:

High Pinion: All F-100s and F-150s from '66 thru '79, also '78-'79 Broncos.

Low Pinion: '66 thru '77 Broncos, these are narrow, about 58“ wms to wms.

Welded On Wedges: '66 thru '77 F-100s, F-150s and Broncos.

Cast On or Cast Over Wedges: '78 thru '79 F-150s and Broncos, with the exception of the leaf sprung ‘78-‘79 F-150 SuperCab.

Drum Brakes: '66 thru '75 F-100s and Broncos.

Disc Brakes: '76 thru '79 F-100s, F-150s, EBs and Fullsize Broncos.

Open Knuckle: All the above.

Coil Springs: All the above with the exception of '78-'79 F-150 SuperCab.

8 Lug High Pinion: '77-1/2 thru '79 F-250s.

8 Lug Low Pinion: '77 and older F-250s.

8 Lug Drum Brakes: '75 and older F-250s.

8 Lug Disc Brakes: '76 thru '79 F-250s.

8 Lug Closed Knuckle: '75 and older F-250s.

8 lug Open Knuckle: '76 thru '79 F-250s.

Leaf Springs: '79 and older F-250s and '78-'79 F-150 SuperCab.

Flat Top Knuckles: ‘76 thru ‘79 F-250 and ‘78-’79 F-150 SuperCab.

*Ebs, F-100s, F-150s and ‘78-’79 Broncos have a sorta flat top but most don’t consider it worth D&T for studs.*

And always.....when in doubt: http://77cj.littlekeylime.com/web_rs44.html
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1976 was the last year for the 4x4 F-100 and the first year for the 4x4 F-150.

1975 was the first year for the 2wd F-150, the 2wd F-100 lasted until '83.

1976 was the last year for the FE engine in pickups, 1977 models came with a 351m or 400 in place of the old 360 or 390 FE.

All 4x4s had front disc brakes starting in 1976.

Ford never put a 390 in any 4x4 or a 460 in any Bronco.

Ford never put a 4bbl. carb on a 360.

1980 was the first year a 4x4 was available with a 460.

1983 was the first year for the 6.9L diesel.

Mexico made a 78 f350 did a lil diggin seein as i have a 78 f350

Mexico made a 78 f350 did a lil diggin seein as i have a 78 f350

Neat stuff from down south, way down south.

Is there any interest in the info from these 1970 books from Ford? I have all three.

http://i160.photobucket.com/albums/t182/bdicki/File0196.jpg

http://i160.photobucket.com/albums/t182/bdicki/File0197.jpg

http://i160.photobucket.com/albums/t182/bdicki/ford222.jpg

http://i160.photobucket.com/albums/t182/bdicki/ford111.jpg

Wow...that is good stuff. Do you have it on disc? :D

I can put it on a disc.

Dude if you can put that on a disk or upload it to a online databank that would be awesome.And ya mexico does have some neat shiznit those things look awesome and intriguing lol

http://www.txwheelers.com/modules.php?name=Content&pa=showpage&pid=18
Axle tech ive collected

I can align TTB

I can tune EEVIV.

I am dog.

Is there any interest in the info from these 1970 books from Ford? I have all three.

Those are GREAT old technical supplements. Probably run into copyright issues but otherwise I bet you could make good money scanning them in and selling cd's.

I'm not really interested in making money off of them. If somebody wants to add them to this site I'll send the cd off.

Heck yeah, I'm sure there are several of us who be willing to post them.

RBV tech nuggets of goodness...

83/84 Ranger and BroncoII have a different core support than the 85-88 models. The radiator mounts using a saddle and clamp system, the newer trucks have a bolt on rad with nipples that locate the bottom in rubber grommets. 83/84 have the hood safety latch lever one hole to the left of center, 85-88 are in the center hole.

1983 rangers have their own unique steering wheel. 84 ranger/BroncoII have yet another wheel, and 85-88 use the more common wheel with integrated horn button. 83/84 have that stupid push the turn signal lever for the horn thing going on. :shaking:

84/85 BroncoIIs have the right rear driver's side seat bolt hole in a different position than the 86-90 BroncoII. 84/85 BroncoIIs also had a "tumble and fold" front passenger seat that tipped up and forward to the dash to give rear passenger access. 86-90 have a seat the folds and then slides forward, and gives more room to get into the back seat. 84/85s also had an option for fold down inside armrests in the Eddie Bauer captains chairs. They also had weird snap closed map pockets on the back side that the later models lack.

86-88 Eddie Bauer interiors are a darker shade of tan then the 84/83 Eddie Bauer interiors.

83-85 ranger/BroncoII had different warning lights in the dash than the 86-88. 83/84 had a shaft style radio, 85 had a din unit. So you can swap an 85 dash bezel into your 83/84 to use a modern din deck without hacking up your dash.

84 broncoIIs had one year only gas tanks, fuel senders, and rear lift gate handles. The 84 had no lock cylinder in the gate, the key went into the handle. 85-90 had a separate lock and an inside lock plunger.

84 and early 85 BroncoIIs had glue in rear side windows with metal trim around them, late 85-90 BroncoIIs had bolt in windows with integral rubber gasket style trim.

late 85 2.8Ls got a different water neck and intake manifold that accepts the thermostat in the upper water neck, instead of the lower water neck like the older 2.8s.

1986 aerostars had the 2.8 with serpentine belts and factory tubular exhaust manifolds. ("hedders")

1991 explorers used the same front seat tracks as the 86-90 BroncoII. In fact, 1991 explorer seat tracks have "BRONCO2" stamped into the side of them. 92 and later explores use different seat tracks.

1992 ranger/explorer have a one year only clutch master cylinder. In 92 Ford changed the way it bolts to the firewall from the 83-91 rigs, but retained the same hookup to the clutch pedal. They also reclocked the hole in the master the clutch line plugs into, so the older clutch lines aren't long enough. In 93 they also changed the clutch pedal end.

84/85 BroncoIIs had double cardan rear drive shafts with cute little 1210 u-joints, and used a yoke on the rear of the t-case. 86-90 had some bastardized POS with CV shaft joints that has to be replaced when you lift it at all, and went to the flat flange output.

2wd BroncoIIs have different front beams than a 2wd ranger. The engine crossmember is the same as a 4x4 broncoII, so you can convert it to 4wd by swapping the axle pivot bracket on the driver's side frame rail for the passenger axle, for the 4x4 version. They also had a dummy t-case in the 2wds (except some 1990) that you can swap right out for a 1350 or 1354.

I'm sure there's more, but that's all the unique/obscure things I can remember at the moment...

Neat stuff from down south, way down south.

Wow, the white one looks to be the 67-72 cab style with a modern looking front facia, bumper and hood on it. The 73-79 body style is cool and utilitarian. I saw a 80 to 85 bodystyle one in southern baja once.

IIRC whoever I stole these pics from (sorry to the orig. poster I didn't give you credit) They are from Brazil or Colombia.

[ I really want a 66 F-250 4wd, seen many of them?[/QUOTE]

I saw one last week next to a garage in Casper Wyoming. Looked to be in pretty good shape too!