Thread: Rear end width '89 8.8 Ford?

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I had kicked the Explorer axle around for months thinking about it, Paulie might be better off with a mustang GT, `96 to `05, 8.8 axle, but he would still have to switch out the axles with ones from a ranger 4x4 pickup, ( 5 lug) or use the ranger 4x4 axle outrite they also carrie the same axle codes I believe.

Here`s some info to confuse you with paulie..Ford 8.8

The Ford 8.8 is the current high torque spec axle found in V8 Mustangs, F-150s and 4.0 V6 Rangers. This makes it easy to find and, because of the Mustang and growing popularity amongst offroaders, is supported by a huge aftermarket that allows it to be a good candidate for swaps. It has been around since the early ’80s, and therehave been very few changes, so matching parts is no problem. Also, there is even an IRS version.
Pros:
Current production
Strong aftermarket
Massive numbers in junkyards
Affordable limited slips, including Torsen T2R from Ranger FX4
Cons:
Differential unit built into housing makes servicing harder
C-clips require replacement for use with fixed calipers
Lack of needed factory pinion offset and width combination would require custom work
Here is some info I gathered from multiple sources (listed whenever possible):
http://members.tripod.com/~grannys/TASAconversion.html
86-’93 Ford Mustang 8.8
59-1/2″ flange/flange width (exact same as the ‘86-’91 RX-7)
4 on 4-1/4″ lug pattern, easily re-drilled to RX-7 4 or 5 on 4-1/2″ pattern
came std w/tracloc clutch style diff
Both L&R axles are 29-1/8″ long 28 spline axles
V8’s came with 2.73 or 3.08 ratios
‘87-’88 Thunderbird Turbo Coupe
61-1/2″ flange/flange width
same housing width as ‘86-’93 Mustangs, but 1″ longer axles to make room for ABS sensors
4 on 4-1/2″ lug pattern (same as the RX-7), easily re-drilled to RX-7 5 on 4-1/2″
came std w/tracloc clutch style diff
Both L&R axles are 30-1/8″ long 28 spline axles
5spd cars came with 3.55 gears, automatic cars came with 3.73
standard w/ disc brakes
‘95-’01 Explorer
59-1/2″ flange/flange width
5 on 4-1/2″ lug pattern
unequal length 31 spline axles (2-3/16″ pinion offset)
std disc brakes w/ 7/16″ x 11.25 rotors
http://www.therangerstation.com/tech_library/Axles.html
Ranger 4.0 1990-1992
Width is same as other pre-93 axles, 28 spline
3.08 (4×2), 3.55, 3.73 and 4.10 (4×4) factory ratios
Either limited slip or open differential
10″ drum brakes
Ranger 4.0 1993+ and B4000 1994+
Width is same as other 93+ axles (1.5″ wider than pre 93), 28 spline
Ratios and differential options as noted above
Ranger FX4 2002+
Width is same as other 93+ axles, 31 spline
4.10’s and Torsen limited slip from factory
Explorer & Navaho 90-94
Width is 1.5″ wider than 93+ Ranger, 3″ wider than pre-93, 31 spline
Spring perches must be fabricated and welded on top
Stock spring perches can be used to lower the truck (like a flip kit)
Shock mounts must be fabricated and welded on
Very common to find ltd. Slip, usually 3.73 or 4.10 (4×4) gears
Explorer & Mountaineer 95-01
Same as above, also has rear discs
All axles listed above have a 5 on 4.5 bolt circle.
OK, so quick math shows
Exploder = 59.5″
Late Ranger < 1.5 = 58″
Early Ranger 1.5 < 56.5″
http://jeepsunlimited.com/forums/sho...06&postcount=1
Explorer 8.8 Measurements
Weight (complete assembly w/ brakes etc.): 174 lb.
O.D. of tubes: 3.250″.
Tube thickness: .250″ (some are .188”!)
Ring gear diameter: 8.800″.
Ring gear bolts: 7/16″ dia. (qty. 10).
Pinion diameter/splines: 1.625 / 30.
Axle shaft/splines: 1.320 / 31.
Rotor thickness (where it mounts to axle is .250″).
Overall width 59.625″ (the F8.8 is .950″ narrower then a TJ Dana 35).
(The F-150 8.8 is drum brake and width WMS to WMS is 65.5”.)
Hole diameter for ABS sensor in top of housing: .811″.
Bolt size (U-joint flange to yoke) is: 12 x 1.75 x 30 mm
Centerline of housing to C/L of pinion difference is 3.875″ toward the P/S.
Pinion offset: P/S to C/L of Pinion, 27-3/4″ (no rotor on axle), D/S to C/L of Pinion, 31-5/8″ (no rotor on axle).
Specs:
Code Capacity Ratio
43 Open 3200 3.08
41 Open 3200 3.27
42 Open 4.10
46 Open 3.73
45 Open 3200 3.55
D4 Limited Slip 3200 3.73
D2 Limited Slip 4.10
L73 Limited Slip 3.73
L - Limited Slip Differential
C - Conventional Differential
From the above, it appeared that the Ford 8.8 from an early Ranger would have been the perfect width. The problem is the pinion offset is huge compared to the Mazda. The Ford 8.8 I’d need would thus be a custom axle. I found out very quickly that he cost of custom Ford 8.8 axles was much higher than the same work on a 9 inch. So that was what I looked at next.