any 8.8 rear will do?

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Meet-Joe-"Dart"

Meet-Joe-"Dart"

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Just curious.... I'm looking at a Ford 8.8 on Craigslist(cheap)... it has disk brakes + independent rear suspension... are all 8.8's limited slip rear-ends? How can I tell from looking at it laying on a shop floor?

I'm thinking about doing this conversion on my car... an 8.75 is pretty tough to come by! (understatement) thx
 
They are not all limited slips. From my research on paper it looks like the 83-90 Ford Ranger axle is the best fit. The explorer rear has disc brakes, a limited slip and 373 gears but you have to shorten the passenger side tube and use a second driver side axle shaft.
 
if what your looking at had an independent rear suspension its probably from a Mustang Cobra or a Thunderbird Super Coupe.
 
Are all Rangers(83-90) L.S.D.'s? Do they bolt right in with no cutting? I've read the sticky on the 8.8 Ford Explorer swap... just don't fully understand what is involved.
 
I doudt they are all lsd. They will require you to at least cut off the old spring perches and weld on new ones in the correct spot.
 
I used a cut Explorer rear. It is only about $100-150 to have it cut and you get the 31 spline shafts where most all rangers are 28. Not to mention the shafts are larger diameter so they are stronger. Also most Rangers are not LSD where as many more Explorers where. Look for the "L" on the tag or just pop the cover. Majority of rangers are 7.5 vs. all exploders are 8.8.
 
The ford rangers with the 4.0 and 4x4 usually have the 8.8. However I believe all the rangers with the 8.8 are 28 splines. Not a big deal for a mild build. I personally chose the Explorer 8.8 because of availability, disc brakes and the 31 splines, in case I build a bigger motor in the future. As it has been said, the metal tab will tell you the gear ratio and have an L on it if it is limited slip.
 
Also, an independent 8.8 was only available in the Mustang Cobra and that thunderbird that was mentioned above. That is a rare piece, meaning that should be expensive. Sounds fishy if it is cheap. You would also have to do a lot of fabrication to get that to work. If you are up for a challange, then it is ok. Off the top of my head, the Explorer 8.8 had three ratios, 4.10 3.73 and 3.53 I Think, don't quote me on the 3.53.
 
Judge Mills said:
Also, an independent 8.8 was only available in the Mustang Cobra and that thunderbird that was mentioned above. That is a rare piece, meaning that should be expensive. Sounds fishy if it is cheap. You would also have to do a lot of fabrication to get that to work. If you are up for a challange, then it is ok. Off the top of my head, the Explorer 8.8 had three ratios, 4.10 3.73 and 3.53 I Think, don't quote me on the 3.53.
Click to expand...

Wicked!!! thx for all the responses... would the Cobra 8.8 require more fabricating than the Explorer 8.8(I'm not going to use the independent suspension) I just want the axl, center piece brakes etc...
 
Meet-Joe-"Dart";1969545192 said:
Wicked!!! thx for all the responses... would the Cobra 8.8 require more fabricating than the Explorer 8.8(I'm not going to use the independent suspension) I just want the axl, center piece brakes etc...
Click to expand...

Don't go the cobra route, use an Explorer.
 
Is there a Ford 8.8 that is a direct bolt into an a-body? I know there are a couple 9 inchers that are bolt ins.
 
You have no way of using the IRS 8.8 in your car unless you adapt the entire cradle..

The explorers also use IRS not just the mustang and Tbirds.

You will have to make attachment points for that cradle, or if it's out of cobra find a mustang fox and it will bolt right in... did 1 myself already ford hasn't changed anything but the skin on that car over the years.


Unless it was previously out of a A body it doesn't bolt in, do not use the term bolt in when it does not bolt in.....



.
 
Ok thx guys... I'm leaning towards an 8.8 out of an explorer.(I'll start hunting for one) Also I am meeting with a Rear-Ends Only shop tomorrow (I.W.E. its a local shop) I'll see what sort of advice/ideas they've got.

Incidentally I just got my 360 Dart back on the road yesterday... with the new engine/tranny its hard NOT to burn rubber... man it has A LOT of torque!!! 7 1/4 in the back is not going to cut it!!! I don't want to destroy the rear-end so I'll have to exercise some self control and not hammer it. :(
 
Supershafts said:
You have no way of using the IRS 8.8 in your car unless you adapt the entire cradle..

The explorers also use IRS not just the mustang and Tbirds.

You will have to make attachment points for that cradle, or if it's out of cobra find a mustang fox and it will bolt right in... did 1 myself already ford hasn't changed anything but the skin on that car over the years.


Unless it was previously out of a A body it doesn't bolt in, do not use the term bolt in when it does not bolt in.....



.
Click to expand...

What HE said....

Greg

attachment.php
 
The basic breakdown to look for is any explorer 1991-2001 (95+ will be disc brakes). Only 2002+ would be IRS. On the tag bolted to the cover it will tell you the ratio and traction lock or not. On the left side of the tag it would say something like 3L73, meaning 3.73 gears with traction lock. No "L" no trac lock.
 
From the pic it doesn't look all the to wide for the car....

Once the leafs are outta the way some cutting and welding some attachment points and that might be easier then it sounds

I am going to do this with my daytona, just not using a explorer looking for a supra rear cradle and adapt that and then put the V-6 in the right way, add the turbo (muffler) to the tail pipe and have some fun..

I may wind up playing with the firewall though, we'll see as time goes by



Greg55_99 said:
What HE said....

Greg

attachment.php
Click to expand...
 
Here's some helpful info for anyone looking to pull the 8.8 from an Exploder.

Look on the driver's door of the donor Explorer for the axle code on the VIN sticker.

IMGP0505b.jpg

Explorer 8.8 Axle codes

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


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

Code Ratio
41 3.27
43 3.08
42 3.45
44 3.73
45 3.55
47 4.10
72 3.08C
74 3.45C
82 3.08C
84 3.45C
85 3.55C
86 3.73C
87 4.10C
89 (1992-1998) 4.10C
89 (1999-2001) 4.56C
91 3.27C
92 3.08C
95 3.55C
96 3.73C
97 4.10C
F4 3.45L
F5 3.55L
F6 3.73L
F7 4.10L
K6 4.10L
D2 3.45
D4 3.73L
D7 4.10
R5 3.55L
R6 3.73L
R7 4.10L

BTW, the passenger side is the short side if you're gonna cut it down etc. You can see the difference on the one in my Jeep here....

P1050044.jpg


P1050042.jpg


Maybe a better view before it went in....

New881.jpg


I originally pulled the drum version but then got a newer one out of a '97 with disks for free so went with it instead.

I'd also highly advise anyone putting one of these in to weld the tubes where they press in to the housing if you plan on putting any amount of power to the pavement. The plug welds will crack and twist the tubes eventually.
 
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