how to find out what size rear differential you have on a 01 ford f -150 4x4

Before you embark on the rebuild and offset scouring local scrap yards and online websites, it will be helpful to understand what to look for and what to avert in these axles.

First, y'all need to sympathise some fundamentals of the Ford axles to help guide your quest. I take spent countless hours over the years collecting, reading, and studying old shop manuals, supplier reference documents, SAE papers, and even vehicle manufacturer reports and notes. Some of this information is very important as it is becoming more and more difficult to discover documentation on axles and differentials that were built more than 40 years agone. I take also spent many hours in scrap yards and visiting and interviewing the experts in this field forth with years of edifice numerous axles myself. In this affiliate I share a summary of decades of piece of work on these axles.

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As part of my research, I went to renowned Currie Enterprises and gathered ane of but about every different 9-inch axle variant. I put together a whole collection of housings and tertiary members. This is a sampling of some of them. Here is a quick visual summary: The 1957 housings practise not have dimples on them and have an oil drain plug. The 1958s and 1959s have two dimples on either side of the housing and some take drain plugs. The 1960s to 1967s notwithstanding retain the dimples but also have an oil level plug in the back embrace.

The Ford 8.8-inch axle has a cast center section and the internal components are installed from the rear. There is typically a stamped steel cover that must be removed to gain access to the internals.

This chart serves as a full general guideline for axle fl ange-to-fl ange width based on dissimilar models and production years. I have included the narrow viii-inch axles for reference. The narrowest production ix-inch axle is 56.375 inches. If measuring the drum-to-drum distance, add .200-inch to these values.

An array of Ford 9-inch axle stampings is welded together to create the housing. The cast-iron third member is installed from the front of the housing. The third member supports all of the gears and bearings, which allows for easier gear ratio swaps if y'all have multiple third members.

There is a very fundamental difference between Ford's 8.viii- and 9-inch axles. I reference these axles based on the band gear nominal outside diameter in inches. The fundamental divergence between these axles is how the gears are supported and which end of the axle housing (front end or back) that they are assembled from.

8-Inch

It may seem strange to begin past comparing the 8-inch to the 9-inch axle, simply at that place is an important distinction to brand since the 8-inch axle is weaker than the 9-inch. Many people are not aware that Ford fabricated a smaller banjo axle and confuse the viii-inch for a 9-inch.

The 8-inch was introduced in 1962 and is institute in many lower functioning Fairlanes, Mustangs, Falcons, Comets, Cougars, and Pintos, merely to proper noun a few of the applications.

At that place's an piece of cake style to tell an 8-inch apart from a 9-inch. All of the 8-inch case nuts tin be accessed with a socket. In contrast, on the 9-inch, ii nuts on the lesser at most the six and 7 o'clock positions cannot be accessed with a socket and require a wrench.

Both axles share a common design and are often referred to as banjo style or 3rd-member way. The smaller viii-inch but cannot handle the abuse as its bigger brother can. The 8-inch also was but available with 28-tooth axle shafts. Unless you lot are building a Pinto or straight six-cylinder vehicle, yous want to avert it.

The smaller 8-inch third fellow member is on the right. Note the two lower bolts at 6 and seven o'clock have straight access with a socket. The 9-inch third-fellow member bottom fasteners, on the left, can only be accessed with a wrench. This is an easy mode to identify the third members, then you're certain to buy the correct axle.

Both eight- and 9-inch axle housings are made from a series of stampings that are fixtured and welded together. This complex fixturing and welding process, coupled with fuel economy concerns, is what eventually led to their production demise. These axles had a stout ii.25-inch ring gear first every bit compared to a i.5-inch band gear offset of the afterward 8.viii-inch axle.

The larger outset is meliorate for force and noise simply worse for sliding and efficiency. While the larger offset makes the ring and pinion gears stronger, the additional sliding of the gear teeth creates more than heat in the axle. Therefore, these axle assemblies require improve quality oil and good underbody airflow to go on the unit cool. With their loftier-volume production, the two biggest quality problems were leaks from poor welds and poor alignment of the housings. So don't be surprised that most of these axles leak from the welds. Careful aftermarket shops and their stringent attention to repairing these housings are able to correct many of these bug.

9-Inch

The Ford 9-inch has a reputation as a durable axle that can transmit enormous torque, and this is rightfully deserved. Some fifty-fifty consider these axles to exist bulletproof. This is by far the most common axle used past restorers, hot rodders, customizers, and racers. It has enjoyed a long production history with many variants. There is a huge aftermarket back up for this beam design. Many companies, such as Currie Enterprises, Mark Williams Enterprises, Moser Engineering, and Strange Engineering science, reproduce this design today. It is still used in NASCAR racing as well.

Because of the long production history of this axle, many variants are available. Well-nigh of the time, the differences are in shock and leap mounting brackets and, of grade, restriction hardware. It is a banjo-fashion beam as is the 8-inch. It was in production on many Ford cars and trucks, first appearing in 1957 and finally replaced past the Salisbury-style 8.8-inch axle in 1986, saving about 50 pounds and boasting increased efficiency.

Hither is an example of a weld repair on a manufacturing plant original housing. It was required to repair a leaking weld. The repair process requires the axle to exist disassembled and thoroughly cleaned. The leaking weld area is then ground downwardly and a MIG or TIG welder is used for the repair. This is a relatively common issue on these housings.

The straddle-mounted pinion has a roller begetting in the gear example, which provides boosted support for the pinion under heavy loads. This bearing and the casting structure surrounding it demand to be carefully inspected as this is a common area for cracks.

This pinion has the tapered bearings and collapsible spacer in place. The bearing cups are in the pinion cartridge and the third bearing trunnion roller bearing is located in the gear example. This pinion shows excessive wear on the trunnion surface and should not be re-used.

Pinion Offset

The 9-inch's very big pinion beginning of 2.25 inches requires the pinion to exist straddle mounted, which refers to the fact the pinion head has bearings that straddle information technology on either side. In that location is a machined roller bearing race on the pinion caput portion that points at the differential opposite the tapered bearing races. This boosted begetting and, more importantly, the necessary casting support construction is what drives the larger hypoid offset. The additional straddle mount pocket begetting provides additional support to the pinion head during high-torque events. This bearing is 1 of the reasons that the 9-inch has the reputation for existence impenetrable.

There are three bearings on the pinion shaft: the two traditional tapered roller bearings for the head and tail bearings with a 3rd cylindrical roller begetting on the reverse finish of the pinion head. In order to allow for the additional straddle mounted bearing and casting support structure, the hypoid get-go needs to be large enough to articulate the differential instance. Hypoid offset is the altitude betwixt the centerline of the pinion and the centerline of the ring gear. This is 2.25 inches for the Ford 9-inch and 1.5 inches for the 8.eight-inch axle.

Identification Tag

People have been climbing around scrap yards for years to discover the all-time examples of the 9-inch beam. If you are fortunate enough to detect an axle with the identification tag still fastened, it will help solve part of the mystery of what application the beam came from and what might withal be inside.

The axle identification tag is located at about the 3 o'clock position under the third-member mounting nut when you are looking straight at the front of the axle. These tags are typically quite beat up, twisted, and rusted over the years. These tags were not that informativeon the early units, so from 1957 to 1962 the tag but referenced beam ratio. In 1963, Ford included more data.

This is a typical axle tag that has been removed from the 3rd member. The code, 4L11, tells us that it is a four.11:i ratio with a limited-skid or Traction-Lok differential. Information technology besides has a ix-inch ring gear.

The beam tag typically has ii lines of numbers and letters stamped on information technology. The format has changed over the years merely mostly follow this sequence:. The superlative line typically starts with a iii-digit beam model lawmaking (or the prefix of the office number), followed past a nuance, and and so the suffix. The beam model codes are interchangeable, typically the suffixes are different for a revision alter just the axle is even so interchangeable with i having the previous suffix. At that place may be a second dash and more numbers and messages on the top row if there are specifics that are unique for interchange information. Typically with merely this information, you can cross reference what you need to know well-nigh the axle. The terminal fix of digits on the top row on the right side is the date code.

The lesser line begins with the ratio being the first gear up of numbers. If an L is included, it was equipped with a limited-slip differential or Traction- Lok. The middle number is the band gear diameter in inches, typically an 8 or 9. The last set of numbers is the vehicle plant code.

If the axle tag is missing, as most are, you need to remove the third fellow member in lodge to know what ratio you lot have and if information technology has a limited-slip or not.

This custom axle tag was obviously hand cut as evidenced by the abrupt tin-snipped-looking ends and includes DSO, for Dealer Special Social club. Notice that the date code is C9UA with the band gear size of eight.7. This was an viii.75- inch ring gear in a 9-inch housing. These were used sporadically until about 1969. You tin can install a true ix-inch gear in these housings as well.

Don't be surprised if the tag you have does not exactly lucifer this. There are also unique domestic special-selection tags, which don't follow the format.

Date Lawmaking

The date code is stamped on the tag. The offset number is the final digit of the model twelvemonth of the decade, the next digit is a alphabetic character and represents the month (A is for January, B is for Feb, and and then on), and the terminal ii digits correspond the day of the month. This format is also applicable to casting appointment codes.

The appointment code on this axle tag is 7AC, and it corresponds to the seventh year, 1st calendar month (January), and third day. The WFE-V2 helps u.s. fi nd the decade of the 1970s. This axle tag belongs to a
1977 F-150.

A metal axle tag is typically located on the driver-side front of the third member. It is underneath 1 of the basics that holds the third member in identify. In most cases, the tag has been lost. On this particular third member, the original copper washers that were under the factory fasteners have been discarded as well.

Some tags reference the week of the month instead of the verbal day and just use a letter (A to E) for outset through the fifth week of the month.

Case Type

You are looking for a nodular atomic number 26 case, with its telltale "N" bandage into the front or within wall. These 3rd members are the strongest of the production cases and the most desired. Aftermarket vendors are actually re-casting these cases in very strong nodular iron, so generally it is easiest but to purchase a new instance.

But if you're looking for an original, they tin can be spotted quite readily even without an beam identifycation tag. The N cases had 2 vertical ribs, 3 horizontal ribs, and a machined-in fill plug. There are four versions of the nodular atomic number 26 third members that were produced from the factory. These first became bachelor on the 1964 Galaxies with the 427-ci engine and were establish on many higher horsepower cars and trucks.

Of the iv versions of the North instance, three take an actual "Northward" bandage into it correct above the pinion cartridge.

The fourth version did not have the "Northward" in the casting on the outside but however retained the rib construction. In order to verify a nodular unit of measurement, you need to look on the inside of the casting. These take a C4AW-4025-B casting part number side by side to the adjuster nut.

Of course, if your upkeep allows, you can purchase an aftermarket iron case that is stronger than any factory case. If yous are looking for an North case or recollect that you have found i of these desirable axles, brand certain to examine it closely. The WAR, WAA, and WAB cases have the same ribbing every bit the N case, but are missing the ever important "Due north" characteristic.

This chart references the connection between the month codes and the bodily month. The letters I and O are skipped to avoid confusion with the numbers i and zip.

Whatsoever of the W-series cases do accept a fill up plug machined in them. Both standard and Westward-serial cases are fabricated out of grayness cast fe. Merely the N-series cases are made out of the stronger, more desirable, nodular atomic number 26. While the fe is molten, magnesium is added to increase the shear forcefulness of the alloy. The magnesium addition causes the grain structure to change from flakes to nodules and thus the name "nodular" iron. The N cases typically came with the larger Daytona-style pinion support begetting, and 31-spline axle shafts.

Pinion Cartridge

There are fifty-fifty different pinion cartridges that have been bachelor from the various product years and models for this axle. The Daytona- style cartridge allows for a larger pinion head bearing when compared to the standard pinion cartridge. This is a keen upgrade component to use for loftier-power applications or if you are replacing your cartridge.

Housing

Like most Ford axles, the 9-inch has a unmarried hypoid ring gear mounting distance, so, different the Dana and GM axles that require unique differential carriers based on ratio, a single differential carrier works with all of the Ford ratios. Likewise, since this axle is used in so many circle-track race cars, the 9-inch enjoys an unparalleled availability of unlike gear ratios in the aftermarket.

This case looked similar a nodular unit from the front regarding rib structure only did non have the "Northward" on it. When you look on the inside, you see WAB- 4025A. This is not a nodular unit.

The desirable N-style, nodular-iron gear cases are available in four different versions. There are iii versions with external Ns cast in; note the more curved manner on the top right. The unit of measurement on the acme left seems to exist nodular iron simply requires a little more than investigation to verify.

This is when making a few telephone calls to reputable axle builders can be helpful. There are quite a few companies making Ford 9-inch housings to fi t merely about whatsoever muscle car out there, including non- Ford vehicles. (Come across Chapter 8 for how to install a ix-inch in a archetype 1957 Chevy Bel Air as a performance upgrade.)

The axle housings themselves had many different variations over fourth dimension equally well. These variations include dissimilar-size drum brakes, disc brakes, and bicycle hub arrangements.

The aftermarket Daytona-style pinion cartridge accommodates the larger and stronger pinion head bearing. This particular pinion cartridge is well reinforced and much stronger than the stock production cartridge.

Hither are the internal sides of the same three units. Now you tin can run across the C4AW-4025-B part number on the lower left unit, which verifies information technology as a nodular unit.

Since these housings were a series of stamped-steel pieces all welded together, in that location were many different overall lengths, tubes sections, mounting brackets, and fifty-fifty general constructions over the years (see Chapter v).

8.8-Inch

The Ford 8.8-inch is very similar to the General Motors (GM) 87⁄8-inch, 12-bolt axle. Some differential experts tell you that the Blue Oval engineers copied the 12-bolt design when they came up with the viii.viii-inch axle. While the eight.viii is similar to the 12-bolt, it isn't identical. Interestingly, the Ford axle uses the exact same size of tapered roller bearings as the GM 12-commodities. The Ford version uses larger beam shafts and different lube flow strategy. These axles did have metal axle tags similar to the 9-inch axles but they were slowly phased out equally vehicle programs were updated. There are several reasons for this.

Price and complexity are 2. These tags provided data for the service technicians but wasn't that important for the vehicle assembly plants. The third reason was basic health and safety concerns for the assembly technicians and other employees who handled the axles in the manufacturing and assembly plants. There were many instances of cuts and scratches from the thin steel tags sticking upwards on the axles.

This is an instance of the brakes that fi t the pocket-sized wheel cease bearing for a 10 ten ii-inch-wide drum brake on the left and a ten x i¾-inch on the right.

Here is an example of 11 x 2¼-inch drums brakes with the modest bearing size on the left and the large Torino manner on the right.

The large begetting size was available with fi ve different brake pulsate widths. Four of the eleven inch-diameter versions are pictured: 1¾ inches (pinnacle left), 2¼ inches (top right), two½ inches (bottom left), and 3 inches (lesser right). A ii-inch version is not shown.

Along with the many dissimilar brake and wheel cease varieties, many different styles of axle shaft ends were manufactured. Some have merely one access hole for the backing plate bolts, while others have iii. Nigh have the two driving holes for the manufacturing process while 1 has a more square looking drive cease. None of which changes the strength of the axle shaft. At that place are even different pulsate brake registers.

The Lincoln Continental fashion of disc brakes utilise 11½-inch rotors. In the 1980s and 1990s, the Lincoln Versailles brakes and complete axles were highly sought after considering it was the only way to get a 9-inch axle with discs in a 58-inchwide axle package. At this width, many were used in street rod applications without modifi cation. With so many better performing aftermarket options today, there is no reason to use these marginal brakes.

Some axle shafts can be shortened and a new spline machined in place. The 28-tooth axle shafts are typically tapered and cannot be shortened. Nearly 1972 and earlier 31-tooth spline shafts can be shortened and 1973 and later versions typically cannot exist resplined. Hither is a film of the milling machine cutting new spline teeth after the beam has been cut to length.

This is an example of the but Ford 9-inch version that utilized jumpsuit tubes. Annotation the weld on the top of the axle center section along with the oval-shaped dimples on the rear department. The tubes practise not have any welds, and you simply encounter the witness marks of the parting line for the dies on the tubes. This was offered on the 1960 F-100 truck.

Besides the styling of the Ford Edsel, fifty-fifty the axle shafts were very unusual. These shafts had a longer restriction spacing offset and a unique brake drum register diameter of two.870 inches, which was uncommon for the time. (It was later used for pick-ups and Broncos.) These axles even have a unique commodities design of 5 on 5 inches. I guess this helps add together to the splendor of the vehicle.

The Mustang Shelby GT housing is an easy one to spot, albeit rare, considering it has extreme tapering of the axle tubes at the ends. There was a want to accept the stronger, larger tubes near the centre of the axle but still retain the narrower tube ends for the wheel ends and the unique Shelby suspension brackets.

From my piles of rare parts, here is an independent bandage-iron 8.8-inch carrier axle. Note the ring diameter bandage into the housing above the pinion.

The Lincoln LS and Jaguar S-type were equipped with an 8-inch, castaluminum, independent- style carrier. Notice the 8.0-inch ring gear diameter cast into the rear cover below the fill up plug. Likewise detect the part number and metal beam tag. The bar code is nowadays on this unit besides, although afterwards axles just carry the bar code and the metal tag is no longer required.

Ironically, 8.0-inch independent carriers were made in cast atomic number 26. Here is an instance of such a unit.

The Ford Explorer uses an independentstyle Carrier made out of bandage aluminum. The ring gear speed sensor is shown in the upper right-hand portion of the photograph. This sensor is for the anti-lock restriction system.

The tags were replaced with adhesive labels that are placed around the axle tube nigh the brake and wheel end. These labels accept a specific lawmaking that is like to the axle code on the 9-inch axles.

The Ford viii.eight-inch beam has the same band gear mounting distance (come across Affiliate 7) for all ratios, just similar the 9-inch. So again, unlike the GM and Dana axles that require a unique differential with unlike ratios, the Ford viii.eight-inch differential is mutual across all of the ring-and-pinion ratios. In that location is a ton of aftermarket support for this axle (run into Capacity 3 and 4 for more than details).

The eight.8 is a traditional semi-fl oat Salisbury beam with C-washers for axle retention. Many people prefer to but call it the Ford 9-inch-style wheel end. But to be correct, it is a three/4 fl oat. There are 8.v-inch gears installed in these housings for lowerpower vehicle applications. The typical 3 inch-diameter tubes tin be a flake flimsy in higher-power applications.

The eight.5- and viii.8-inch gears have even found themselves in the independent-carrier-style axles. The Ford Mustang and Thunderbird used this mode for a few model years. There were likewise 8-inch ring gear independent carriers in production.

Written by Joe Palazzolo and Republished with Permission of CarTech Inc

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