QUESTION:
CAN YOU MAKE A TWO WHEEL DRIVE TRUCK INTO A FOUR WHEEL DRIVE TRUCK?

ANSWER:   YES AND NO, GOT YOU CONFUSED NOW, WELL THE TRUTH OF THE MATTER IS YES YOU CAN, BUT IT IS VERY EXPENSIVE AND YOU WILL HAVE TO DO A LOT OF MODIFICATIONS TO THE FRONT OF THE FRAME. WE KNOW WE HAVE TRIED IT, AND IT IS EASIER TO FIND A 4 WD CHASSIS AND SWITCH EVERYTHING OVER. BUT IF YOU ARE THE DETERMINED TYPE THEN GO FOR IT.

QUESTION: WHICH TRANSFER CASE IS THE BEST ONE TO USE IN MY 4 WD ?

ANSWER:  BY FAR THE BEST ONE IS THE NEW PROCESS 205 PART TIME TRANSFER CASE. THIS ONE IS A GEAR TO GEAR TRANSFER CASE AND IT HAS A CAST IRON HOUSING, PRETTY MUCH BULLET PROOF AS THEY SAY.

QUESTION:   WHAT EXHAUST SYSTEM SHOULD I RUN WITH MY BIG H.P. ENGINE?

ANSWER:   WELL THERE'S TWO WAYS YOU CAN GO HERE, THE FIRST BEING IF YOU ARE RUNNING HI-PERFORMANCE, STREET- STRIP, OR SOME WHERE IN THESE AREA'S THEN YOU RUN HEADERS. NOW WHERE THE HEADERS GO DOWN TO THE COLLECTORS, THE NORM IS 3" AT THE FLANGE, MOST HEADER MANUFACTURES SUPPLY YOU WITH REDUCERS TO RUN 2 1/2" PIPE. PERSONALLY  I RUN 3" PIPE ALL THE WAY BACK TO THE MUFFLERS. WHEN YOU GET TO THE MUFFLER POINT THEN YOU HAVE SOME CHOICES TO MAKE, NOW ME I RUN FLOW MASTER'S DUE TO THEIR LONG OUTSTANDING PERFORMANCE RECORD. BUT TO EACH THEIR OWN.
THE SECOND WAY TO GO IS IF YOU ARE JUST RUNNING STOCK ENGINE THEN I WOULD STILL GO WITH THE HEADERS. BECAUSE WITH THE HEADER SYSTEM YOU ALLOW THE EXHAUST GASES TO EXIT WITH LESS RESTRICTION AND LESS BACK PRESSURE, WHICH IN RETURN PROVIDES BETTER MILEAGE AND LESS WEAR AND TEAR ON THE TRUCK.

QUESTION:   WHAT ENGINE'S FIT WHAT TRANSMISSIONS ?

ANSWER:   HERE'S THE TRICKY PART FORD DID SOME WEIRD THINGS BACK IN THE 60'S AND 70'S AS FAR AS ENGINES AND TRANSMISSIONS GO. I WILL KEEP THIS AS SIMPLE AS POSSIBLE FOR YOU.
BELOW IS A TABLE THAT GIVES YOU AN IDEA OF OF YOUR LOOKING AT WHEN YOU WANT TO SWAP ENGINES.
 

QUESTION: WILL MY EXISTING  MOTOR MOUNT TOWERS WORK FOR ME IF I SWAP ENGINES?

ANSWER:      TRICKY QUESTION, WELL AGAIN IT DEPENDS ON WHAT APPLICATION YOU ARE WORKING WITH. LET'S START WITH THIS: 1977-79 F150 4 WD, WITH A 351M IN THE CRADLE. YOU WANT TO SWAP OUT AND DROP A 460 IN THERE, WHAT DO YOU DO FIRST?

460 SWAP
1977-79 F100/150 4 WD WITH A 351M/400 ENGINE AND C-6 TRANSMISSION.

1. IS THE TRANSMISSION GOING TO BOLT UP TO THE BIGGER ENGINE ?  YES
2. WILL I HAVE TO CHANGE THE EXHAUST ?   YES
3. WILL I HAVE TO GET DIFFERENT MOTOR MOUNTS FOR THE 460?   YES
4. WILL I HAVE TO CHANGE THE MOTOR MOUNT TOWERS?  NO
5. WILL THE POWER STEERING BRACKETS FROM THE 351M WORK ON THE 460 ?  NO
6. WILL THE ALTERNATOR BRACKETS FROM THE 351M WORK ON THE 460 ?  NO
7. DID FORD EVER OFFER A 4 WD TRUCK WITH A 460 ENGINE ? NO ONLY IN THE 2 WD MODELS
8. WILL THE FLYWHEEL FROM THE 351M/400 INTERCHANGE FROM EITHER AUTO TRANS. OR MANUAL TRANS.?  NO THERE IS A DIFFERENCE IN THE WAY THE 460 FLYWHEEL ARE BALANCED. EXAMPLE SOME OF THE 429/460 IN THE EARLY 70'S WERE EXTERNALLY BALANCED WHICH REQUIRED A WEIGHTED DAMPNER SPACER. WHEN YOU BUILD YOUR ENGINE MAKE SURE YOU KNOW HOW IT IS BALANCED BECAUSE IF YOU PUT THE WRONG SPACER OR FLYWHEEL YOU WILL GET ONE HELL OF A VIBRATION WHEN YOU START THE ENGINE, AND PRETTY QUICK YOU WILL POUND THE MAIN BEARINGS  RIGHT OUT.

1. WILL THE 460 BOLT UP TO THE C-6 FROM 360 ENGINE?   NO, DIFFERENT BOLT PATTERN
2. WILL I HAVE TO CHANGE THE EXHAUST?  YES
3. WILL I HAVE TO GET MOTOR MOUNTS FOR THE 460?  YES
4. WILL I HAVE CHANGE THE MOTOR MOUNT TOWERS ON THE FRAME ? YES TOWERS FOR THE 360 SET TO HIGH AND INTOO FAR FOR THE 460 BLOCK.
5. WILL THE ALTERNATOR OR POWER STEERING BRACKETS FROM THE 360 ENGINE FIT THE 460?   NO
6. FORD DID NOT OFFER THE 460 AS A OPTION IN THE F-250 4 WD TRUCKS FROM 73-79.
7. WHAT TOWERS CAN I USE FOR THE SWAP ?   YOU CAN IETHER USE THE TOWERS FROM THE 78-79 F250 BUT YOU WILL HAVE TO MOVE THE TOWERS FORWARD ABOUT TWO TO THREE INCHS. NOW WHEN YOU DO THIS ONLY THE REAR BOLT HOLES WILL LINE UP SO YOU HAVE TO DRILL TWO FRONT 7/16" MOUNTING HOLES.  NOW YOUR OTHER OPTION IS TO FIND A EARLY 77 F250 4WD FRAME THAT HAD A 351M 400 IN IT FROM THE FACTORY AND TAKE THE TOWER FROM IT THEY WILL BOLT RIGHT IN WITH NO DRILLING. FORD STARTED INSTALLING THE 341M 400 ENGINES IN EARLY 1977  AROUNF FEB, MARCH, APRIL. THEN FORD SWITCHED OVER TO THE NEW FRAME DESIGN FOR 78-79.
   
8. FACT: FORD DID NOT OFFER THE 351M/400 IN THE HIGH BOYS FROM 1974 TO 1976. THE ONLY ENGINES OFFERED WERE THE 360,390, AND 240 BY SPECIAl ORDER.
9. FACT: FORD NEVER USED RIVETS IN THE MOUNTING OF MOTOR MOUNT TOWERS ON THE FRAME THEY USED 4 7/16" X 4" BOLTS TO MOUNT TO THE SIDE OF THE FRAME AND 2 ( 7/16X 1 1/2 ) ON THE TOP.
   

ANSWER:    BELOW IS A TABLE THAT SHOULD HELP YOU IN THIS MATTER.

NOTE: ON THE EARLY 4 WD MODELS FORD RAN DRUM BRAKES AND CLOSED KNUCKLES ON THE FRONT AXLES. AND ALSO THEY USED WHAT THEY REFER TO AS DANA 44 H.D. WHAT THIS IS, IS A DANA 44 AXLE HOUSING THAT THEY TOOK AND INSTALLED THE BIGGER BEEFIER DANA 60 SPINDLE AND HUB LOCK OUT ASSEMBLY ON. BASICALLY WHAT FORD DID IS KEPT THE DANA 44 STEERING KNUCKLE ON THERE AND JUST ADDED THE BIGGER SPINDLE AND LOCK OUTS TO IT. SO IF YOUR NOT REAL UP ON HOW FORD DID THIS YOU COULD BE FOOLED INTO THINKING THAT YOU ARE GETTING A DANA 60 FRONT AXLE WHEN YOU REALLY GETTING A DANA 44 H.D. FRONT AXLE.

NOTE: FROM 1973 TO EARLY 1977 FORD DID ANOTHER WEIRD DEAL, ON THE F250 4 WD TRUCKS THE TRANSFER CASE WAS NOT MOUNTED DIRECTLY TO THE BACK OF THE TRANSMISSION. IT WAS MOUNTED UP UNDER THE REAR CAB SUPPORT CROSS MEMBER. THIS WAS KWON AS THE DIVORCED TRANSFER CASE SETUP. YOU COULD TELL THIS BY SEEING A DRIVE SHAFT FROM THE TRANSMISSION TO THE TRANSFER CASE, AND THEN A FRONT SHAFT AND A REAR SHAFT.
 

QUESTION: WERE THE FRAMES DIFFERENT IN THE F250 4 WD MODEL FROM 73-79?

ANSWER: YES THERE WAS A DIFFERENCE IN FRAME WIDTH'S FROM 1973- EARLY 77 FORD NARROWED THE FRAME RAILS IN THE REAR OF THE TRUCK. IN DOING THIS FORD DID NOT OFFER A REAR MOUNT GAS TANK IN THESE YEARS THE TANK WAS THERE FOR MOVED INTO THE CAB BEHIND THE SEAT. FORD OFFERED A HIGH BOY TRUCK IN THE MID 70'S WHICH SAT UP HIGHER OFF THE GROUND THAN A REGULAR 4X4 TRUCK DID.

QUESTION:    FORD HAD A WEIRD STEERING SETUP IN THE MID 70'S ON THEIR F250 4X4 MODELS WHAT WAS IT?

ANSWER:    THIS WAS ANOTHER ONE OF FORD'S NOT SO GOOD IDEAS BACK THEN, I THINK IT WAS CALLED POWER STEERING ASSIST OR SOMETHING TO THAT AFFECT ANY WAYS.  HERE'S WHAT IT CONSISTED OF:

1. POWER STEERING PUMP WHICH PUMP FUILD TO A CONTROL VALVE
2. THE CONTROL VALVE CONSISTED OF THE DRAG LINK BEING BUILT RIGHT INTO IT, WHAT IT WAS DESIGNED TO DO WAS DETERMINE HOW MUCH POWER ASSIST THE STEERING REALLY NEEDED DOWN AT THE STEERING RAM CYLINDER. IT WAS A GOOFY SETUP TO SAY THE LEAST.
3. THEN YOU HAVE A POWER STEERING CYLINDER DOWN ON THE AXLE.

• FROM 1973 EARLY 77 FORD DESIGNED THE FRONT FRAME RAIL TO RUN STRAIGHT OUT. SO WHERE THE FRONT OF THE LEAF SPRING MOUNTS TO THE FRAME THERE IS VERY LITTLE CLEARANCE BETWEEN THE FRAME AND LEAF SPRING. DUE TO THIS PROBLEM FORD WENT WITH THE MANUAL STEERING BOX WHERE THE SECTOR SHAFT WENT THUR A HOLE IN THE FRAME RAIL AND THE PITMAN ARM DROPPED STRAIGHT DOWN AND HOOKED THE CONTROL VALVE DRAG LINK.
• IN THE LATER PART OF 1977 THUR 1979 FORD REIGNED THE FRONT PART OF THE FRAME RAIL SO IT HAD A BIT OF A BOW IN IT. THEY ALSO REDESIGNED THE FRONT LEAF SPRING MOUNT TO GIVE YET MORE CLEARANCE BETWEEN THE FRAME RAIL AND LEAF SPRING. SO IN DOING THIS FORD RELOCATED THE FRONT CROSS MEMBER ON THE DRIVER SIDE BACK ABOUT 5-6" , IN DOING THIS FORD THEN BOXED THAT AREA OF FRAME RAIL IN AND MOUNT THE STEERING BOX THERE WHERE THE SECTOR SHAFT WOULD EXTEND DOWN BELOW THE FRAME RAIL AND THEN THE PITMAN WOULD MOUNT ON THE THE BOTTOM OF THE SECTOR SHAFT EXTENDING THUR BETWEEN THE FRAME RAIL AND LEAF SPRING.

ANSWER: THESE  TYPE OF HEADERS ARE DESIGNED WHERE THE EXHAUST TUBES GO OUT BETWEEN THE TOP OF THE FRAME RAIL AND THE BOTTOM OF THE INNER FENDER WELL JUST BEFORE THE FIREWALL OF THE CAB NOW UPON EXITING THROUGH THERE THEY BEND DOWN JUST IN FRONT OF THE FRONT CAB MOUNT BRACKET AND THEN BEND AGAIN TO GO DIRECTLY UNDER THE FRONT CAB MOUNT BRACKET. THE ADVANTAGES TO THIS STYLE OF SETUP IS AS FOLLOWS:

1. NO EXCESSIVE HEAT BUILD UP FROM THE EXHAUST PIPES RUNNING RIGHT NEXT TO THE TRANSMISSION, TRANSFER CASE, AND OTHER FUEL LINES.
2. MORE ROOM WHEN IT COMES TO REPAIRS OR MAINTENANCE INSIDE THE FRAME AREA.
3. EASIER TO RUN DUEL EXHAUST BECAUSE YOU CAN THEN HAVE YOUR PIPES COME OUT JUST IN FRONT OF THE REAR TIRE.
4. OH WHEN YOU DO HAVE TO PULL YOUR ENGINE FOR WHAT EVER REASON YOU DON'T HAVE TO REMOVE YOUR HEADERS AND EXHAUST TUBES.
5. THE INSTALLATION IS VERY EASY TOO BECAUSE YOU DON'T HAVE TO FIGHT THE FRAME RAIL TO GET THEM IN.

  * 

QUESTION: CAN I CHANGE MY FRONT AXLE WITH CLOSED KNUCKLES AND DRUM BRAKES TO A 77-79 FRONT AXLE WITH OPEN KNUCKLES AND DISK BRAKE SETUP ON MY 73-75 F150 4X4 TRUCK?

ANSWER: YES YOU CAN DO THIS BUT IT CAN GET EXPENSIVE BECAUSE YOU HAVE TO FIND A COMPLETE FRONT AXLE SETUP (HINT, HINT, HINT) TOO MY  KNOWLEDGE FORD NEVER MADE A LOW MOUNT PINION FOR THE F150 4X4 FROM 73-75 BUT I HAVE BEEN WRONG BEFORE. WHAT YOU WILL END UP WITH THIS WHEN IS DONE IS A 78/79 STEERING SETUP. THIS WILL ALSO DO AWAY WITH GOOFY ASS CONTROL VALVE AND RAM SETUP.  BELOW IS PICTURE OF HOW THE STEERING BOX IS GOING TO MOUNT UP WHEN YOU CHANGE OVER TO THIS SETUP.

FACT: THERE ARE ABOUT 6 DIFFERENT STYLES OF GAS TANK FILLER NECKS THAT FORD USED BETWEEN 73-79 BELOW ARE SOME PICTURES OF WHAT WE CARRY. COMPARE THEM  WITH WHAT YOU HAVE.
   * 

FACT: FROM 73-77 FORD OFFERED A 2 WD F350 SUPER CAMPER SPECIAL WITH A DANA 70 IN THE REAR, NOW THIS TRUCK HAD A SET BACK AXLE BECAUSE FORD OFFERED A COMPARTMENT BUILT INTO THE RIGHT SIDE OF THE BED FOR THE SPARE TIRE. I REALLY DON'T KNOW HOW MANY WERE MADE BUT THEY ARE A HARD FIND TODAY. THEY WERE EQUIPPED WITH A 460 V-8, HEAVY DUTY C-6 TRANSMISSION, AND EXTRA HEAVY DUTY SUSPENSION FRONT AND REAR. THEY DON'T BUILD THEM LIKE THIS ANYMORE. THE REAR AXLE CAN BE USED FOR THE DUALLY SETUP TOO.

1. OBTAIN THE RIGHT BRACKETS NEEDED FOR YOU ENGINE
2. OBTAIN A POWER STEERING GEAR BOX
3. OBTAIN A POWER STEERING PUMP AND PULLEY
4. OBTAIN THE PRESSURE AND RETURN LINES
5. INSTALL THESE PARTS AND NO MORE WORK OUT AT TRUCK GYM.
6. YOUR COLUMN HAS A 2" ADJUSTMENT UNDER THE DASH WHERE IT IS MOUNTED, ADJUST AS NEEDED.

• THE EARLY 2 WD TRUCKS HAD A METAL TANK MOUNTED INSIDE THE FRAME BY WAY OF STRAPS AND A REAR MOUNTED BRACKET FOR THE REAR STRAP.
• THE LATE 77 TO 79 4 WD F250 TRUCKS HAD A PLASTIC TANK WITH WAS HELD UP WITH A STEEL TRAY ASSY. NOW THIS TRAY THAT HELD UP THE TANK WAS MOUNTED BYWAY OF THE CROSS MEMBERS AND FRAME RAIL.
• THE EARLY F250 4 WD TRUCKS HAD A METAL TANK MOUNTED WITH STRAPS
• THE F150 4 WD's HAD THE METAL TANK TOO AND IT WAS MOUNTED WITH STRAPS.

1. IN THE EARLY YEARS THE RADIATOR MOUNTING WAS A BIT DIFFERENT, THE GRILL SUPPORT HAD A FLANGE ON EACH SIDE THAT STUCK OUT ABOUT 3-4" , THE RADIATOR MOUNTED TO THESE FLANGES.
2. NOW IN THE MID TO LATE 70'S FORD CHANGED OVER TO MOUNTING THE RADIATOR DIRECTLY TO THE SUPPORT INSTEAD OF FLANGES. THIS SETUP WAS SO MUCH EASIER.
3. SOMETHING ELSE YOU NEED TO WATCH FOR IS THAT BIG HOLE IN THE MIDDLE OF THE SUPPORT WHERE THE AIR HAS TO PASS THUR. THERE WERE TOO DIFFERENT WIDTHS ON THESE,  1= 25" ACROSS    2= 28" ACROSS.  THE WIDEST ONE WAS FOR THE SUPER COOL RADIATOR.
4. NOW WE GET TO ANOTHER TRICKY AREA HERE ON THE SUPPORT WITH THE 28" WIDE HOLE FORD OFFERED TWO DIFFERENT RADIATORS FOR THIS, IF YOU HAD A/C ON YOUR TRUCK THEN FORD INSTALLED A HEAVY DUTY SUPER COOL RADIATOR, NOW THIS RADIATOR IS 27" IN WIDTH AND 25" IN HEIGHT   (CORE SIZE) AND HAS 4 ROWS.

HERE IS THE LATER STYLE ONE FOR THE 76-79 YOU WILL NOTICE SOME CHANGES. YOU WILL SEE THIS ONE IS ORANGE IN COLOR. ALSO THIS ONE HAS THE LIGHT SOCKET FOR BRIGHT ON TOP AND A EXTRA BACK LIGHT ON THE BOTTOM. THE BASIC LIGHT SOCKET CONFIGURATION IS LIKE THIS. THE TWO INNER SOCKETS IN THE MIDDLE ARE FOR THE INSTRUMENT CLUSTER BACK LIGHTING, THE NEXT TWO OUTER ONES ARE YOUR TURN LIGHTS, AND THE FAR OUTER ONES ARE YOUR BRAKE AND SEAT BELT WARNING LIGHTS.

FACT:
GAS TANK SENDING UNITS WHICH ONE DO YOU HAVE? THIS IS A POPULAR QUESTION THESE DAYS. WELL I AM HERE TO ANSWER YOUR QUESTION. FORD OFFERED DIFFERENT GAS TANK SETUPS IN THE 70's  LET'S START WITH THE 73-79 2 WD TRUCKS. THEY HAD A STEEL REAR TANK WHICH HELD 19 GALLONS, AND IF YOU WANTED IT FORD OFFERED A SECOND AUX-TANK WHICH WAS MOUNTED INSIDE THE FRAME ON THE LEFT SIDE WHICH WAS A STEEL TANK ALSO.
NOW WE GET INTO THE 4 WD TRUCKS, FROM 73-76 FORD PLACED THE MAIN TANK BEHIND THE SEAT IN THE F250's AND MOUNTED THE SIDE TANK ON THE LEFT SIDE INSIDE THE FRAME. FORD PUT THE MAIN TANK BEHIND THE SEAT BECAUSE THEY NARROWED THE FRAME ON THE F250's FROM  73-76. FOR WHAT REASON I WILL NEVER KNOW. NOW IN THE LATER PART OF 1977 TO 79 THE F250's WENT THROUGH ANOTHER CHANGE BY FORD, THEY MADE THE REAR OF THE FRAME WIDER SO THEY COULD TAKE THE BEHIND THE SEAT TANK AND MOVE IT TO THE REAR AFT THE REAR AXLE. THEN TO TOP THAT OFF FORD DECIDED TO GO WITH A PLASTIC MID SHIP TANK FOR THE AUX-SIDE TANK. NOW HERE'S THE KICKER FOR THIS SETUP FORD DESIGNED A METAL TRAY TO HOLDUP AND MOUNT THE PLASTIC TANK WITH. NOW IN MY BOOK THIS IS DONE DUE TO THE FACT THAT WATER AND DIRT AND SALT COLLECT IN THE TRAY AND IN A COUPLE OF YEARS YOU LOSE YOUR GAS TANK BECAUSE YOUR TRAY RUSTED OUT.
BELOW ARE SOME PICTURES OF THE DIFFERENT SENDING UNITS USED BY FORD.
THIS IS FOR THE BEHIND THE SEAT GAS TANK

THIS IS FOR THE REAR GAS TANK

THIS FOR THE PLASTIC SIDE GAS TANK 77-79 F250's 4 WD

THIS IS FOR STEEL SIDE MOUNT TANK FOR THE 2 WD's

  * 

  * 

THE ABOVE PICTURES WILL SHOW YOU HOW I RUN THE STEEL LINES AND HOW I USED THE EXISTING LINES FROM THE CONDENSER TOO. YOU WILL HAVE TO TAKE OFF THE DRYER BOTTLE FROM THE CONDENSER BUT THERE PRETTY EASY TO DO. THEN YOU WILL HAVE TO CUT THE TOP FREON LINE AS SEEN IN THE BOTTOM PICTURE.
THEN YOU WILL HAVE TO CUT THE BOTTOM FREON LINE JUST ABOUT A INCH ABOVE THE BEND AS SEEN IN THE TWO MIDDLE PICTURES.  YOU WILL NO GET SOME 3/8" FUEL LINE TOO ABOUT 4-6 FEET IN CASE YOU CUT A PIECE TO SHORT. YOU WILL ALSO HAVE TO GET SOME 3/8" STEEL FUEL LINE I WOULD RECOMMEND FOUR  60" SECTIONS. ONE OTHER THING TOO YOU WILL NEED TO BUY SOME LINE ADAPTERS THAT WILL SCREW INTO YOUR TRANSMISSION. THE SIZE IS 5/16" MALE END WITH 1/2" FEMALE.
THE REASON THIS SETUP WORKS SO WELL IS THAT THE INBOUND TUBE GOES IN AS A SINGLE LINE BUT THEN SPLITS OFF INTO TWO ROWS IN THE CONDENSER AND THEN ON THE EXITING END AT THE BOTTOM IT COMES BACK INTO A SINGLE LINE. SO YOU ARE GETTING DOUBLE THE COOLING HERE. NOW IF YOU DON'T RUN A TRANSMISSION TEMP GAUGE THEN YOU ASKING FOR TROUBLE FROM THE WORD GO.

IGNITION SWITCHES
FACT: FORD HAD THREE DIFFERENT STYLE OF IGNITION SWITCHES FROM 73-79 NOW YOU ARE REALLY CONFUSED I LOVE IT, THE BACK OF THE SWITCHES WERE DIFFERENT, BELOW ARE PICTURES OF WHAT I AM TRYING EXPLAIN HERE.

" SPECIAL NOTE"
ON THE 78-79 BRONCO'S THERE IS A WEDGE BETWEEN THE SPRING AND AXLE SPRING PERCH THIS MUST BE REINSTALLED OR YOU WILL HAVE TO MUCH ANGLE ON THE REAR DRIVE SHAFT AND YOU WILL END UP BREAKING THE U-JOINT AND POSSIBLY THE YOKE TOO.
ALSO ON THE BRONCO THE REAR SHACKLE MOUNT BRACKET MUST BE MOVED FORWARD 1 1/2" INCHES OR YOU WILL NOT GET THE RIGHT SPRING SHACKLE TRAVEL. BELOW IS A PICTURE OF HOW IT SHOULD LOOK WHEN YOU ARE DONE.
 

1. OVER ALL WIDTH FROM THE RING GEAR SIDE TO SIDE IS 15 1/2 "
   
2. OVER ALL WIDTH FROM WHERE THE RING GEAR IS INSTALLED IS  14 3/8"
   
3. THE THICKNESS OF THE FLYWHEEL SHOULD BE 1 "
   
4. THE BELL HOUSING DEPTH IS 6" FROM THE DEEPEST POINT
5. YOU WILL NEED A 11 " CLUTCH KIT ( LONG STYLE CLUTCH WILL NOT WORK)

1. C-6 TO NP205 TRANSFER CASE USED BOTH A LONG AND SHORT COUPLER SETUP. LET ME EXPLAIN THIS IN MORE DETAIL SO YOU UNDERSTAND. THE 78-79 BRONCO'S AND F150 SHORT BOX 4X4,s USED THE LONGER COUPLER DUE TO THE FACT THAT FORD WENT WITH A DOUBLE CARDON DRIVE SHAFT ON THE FRONT AND REAR, BECAUSE OF THIS THE DRIVE SHAFT WAS LONGER. BELOW IS A PICTURE OF THE COUPLER.
    *                                          * 
THE OUTPUT SHAFT FOR THESE SETUP IS 20" LONG AND THE COUPLER IS 8 3/4" LONG

YOU WILL NOTICE WITH THESE TRANSMISSIONS YOU HAVE THE OPTION OF INSTALLING A POWER TAKE OFF SETUP FOR A WINCH OR SOMETHING. THE ONE DRAWBACK TO THIS TRANSMISSION IS THAT THEY DO NOT HAVE SYNCHS IN THEM SO WHEN YOU SHIFT YOU HAVE TO DO EASY, THERE IS NO SPEED SHIFTING WITH THESE TRANSMISSIONS. THEY WERE MADE TO BE A WORK HORSE. THE BEST KIND OF OIL TO RUN IN THESE IS 80/90 GEAR OIL. ALSO THESE CAME WITH A MAGNET IN THE BOTTOM SO ABOUT ONCE A YEAR I WOULD RECOMMEND DRAINING THE OIL AND CLEANING THE MAGNET AND FIND OUT WHAT KIND OF CONDITION YOUR BEARING AND GEARS ARE IN.

---

DIVORCED MOUNT AND DIRECT MOUNT TRANSFER CASES, DRIVE SHAFTS AND U-JOINTS
FACTS

FOR THOSE OF YOU WHO DON'T KNOW WHAT A DIVORCED TRANSFER CASE SETUP IS, I AM GOING TO EDUCATE YOU ON THE DIFFERENCE FROM THE DIRECT MOUNT TO THE DIVORCED MOUNT. FIRST OF ALL THE ONLY MODEL THAT HAD THIS SETUP WAS THE 73-77 HIGH BOY 4WD.
THE PICTURES I AM SHOWING YOU BELOW SHOW THE SETUP FOR THE C-6 AND THE NEW PROCESS 205 SETUP.
***
THE PICTURE TO THE LEFT SHOWS THE TRANSFER CASE FROM THE REAR AND HOW IT MOUNTS UP TO THE REAR CAB MOUNT CROSS MEMBER. IT ALSO SHOWS THE SUPPORT BRACE USED. THE PICTURE TO RIGHT SHOWS THE BRACKETS AND SQUARE BUSHINGS USED TO MOUNT THE TRANSFER CASE TO THE CROSS MEMBER.

---

***
THE PICTURE TO THE LEFT SHOWS SHIFT LINKAGE AND THE DRIVE SHAFT THAT CONNECTS THE TRANSMISSION TO THE TRANSFER CASE, THIS IS WHERE THE TERM DIVORCED MOUNT COMES FROM. IN THE PICTURE TO THE RIGHT YOU CAN ALSO SEE HOW THE TRANSFER CASE SHIFTER AND LINKAGE IS HOOKED UP, AND ALSO HOW THE TRANSMISSION IS MOUNTED TO THE CROSS MEMBER.

---

***
THE PICTURE ABOVE JUST GIVES YOU A MORE DETAILED LOOK AT HOW EVERYTHING IS MOUNTED AND CONFIGURED.

---

***
THE PICTURE TO THE LEFT SHOW THE PASSENGER SIDE OF THE FRONT OF THE TRANSFER CASE MOUNTING SETUP. THE PICTURE TO THE RIGHT SHOW THE WHERE THE REAR SUPPORT ROD CONNECTS TO THE REAR CROSS MEMBER.

---

WHEN YOU ARE MEASURING YOUR DRIVE SHAFT,  YOU NEED TO MEASURE FROM THE CENTER LINE OF THE U-JOINT CAP OF ONE END OF THE SHAFT TO THE CENTER LINE OF THE U-JOINT OF THE OTHER END. DO THIS THIS WITH THE SHAFT FULLY COLLAPSED, AND FULLY EXTENDED BECAUSE THIS WILL NOT ONLY TELL YOU HOW LONG THE SHAFT WILL NEED TO BE BUT IT WILL ALSO TELL YOU HOW MUCH SLIP YOKE TRAVEL YOU WILL HAVE TO HAVE.

1. THE FIRST THING YOU NEED TO DO IS MEASURE THE WIDTH OF THE JOINT FROM END CAP TO END CAP ( B IN THE PICTURE ABOVE).
2. THE NEXT MEASUREMENT YOU NEED TO MAKE IS THE WIDTH OF THE END CAP ITSELF SEEN IN ( A ) IN THE PICTURE ABOVE.

1330 SERIES JOINT

• A= 1.062
• B= 3.625

• A= 1.187
• B= 3.625

• A= 1.062
• B= 3.250

1. THE CROSSMEMBER SUPPORT
2. TRANSFER CASE MOUNTING BRACKETS
3. SHIFTER, AND LINKAGE
4. LENGTHEN THE MIDDLE SHAFT
5. LENGTHEN THE REAR SHAFT
6. SHORTEN THE FRONT SHAFT

• FRONT SHAFT 51-52" FROM CENTER LINE TO CENTER LINE OF EACH YOKE.
• MIDDLE SHAFT IS 19" COLLAPSED AND 21" TO 22" FULLY EXTENDED.
• REAR SHAFT IS 50" COLLAPSED AND 51" TO 52" FULLY EXTENDED.

1. CHANGE THE CROSSMEMBER SUPPORT
2. TRANSFER CASE TO TRANSMISSION COUPLER AND MOUNT
3. SHIFTER AND LINKAGE
4. LENGTHEN REAR SHAFT
5. SHORTEN FRONT SHAFT

***

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---

DANA 44 AND DANA 60 FRONT AXLES
FACTS

I HAVE BEEN ASKED THIS QUESTION SO MANY TIMES NOW ON  HOW TO TELL THE DIFFERENCE BETWEEN A DANA 44 FRONT AXLE AND A DANA 60 FRONT AXLE. BELOW ARE PICTURES OF A DANA 44 FRONT AXLE WITH HIGH PINION.
***
IN THE PICTURE TO THE LEFT SHOWS YOU HOW THE STEERING KNUCKLE IS MOUNTED TO THE C-BRACKET, NOTICE IT IS ATTACHED WITH BALL JOINTS WHERE AS THE DANA 60 IS NOT.
THE PICTURE TO THE RIGHT SHOWS YOU HOW THE UPPER BALL JOINT MOUNTS TO THE UNDERSIDE OF THE TOP OF THE C-BRACKET AND THE BOTTOM BALL JOINT MOUNTS TO THE UNDERSIDE OF THE BOTTOM PART OF THE C-BRACKET. THIS IS HOW THE DANA 44'S ARE SETUP. OH BY THE WAY I RECOMMEND THAT YOU KEEP THESE BALL JOINT WELL GREASED OR YOU WILL REPLACING THEM EVERY COUPLE OF MONTHS INSTEAD OF MAYBE ONCE EVERY COUPLE OF YEARS. NOW HERE ANOTHER LITTLE TIP FOR YOU GUYS WHO WANT TO INSTALL THESE UNDER JEEPS. BELOW IS ARE THE FOLLOWING MEASUREMENTS ON THIS AXLE HOUSING.

IN CASE YOUR WANTING TO KNOW THE C-BRACKET IS THAT'S THE C-SHAPED ARM THAT IS WELDED ONTO THE END OF EACH AXLE TUBE. AS SHOWN IN THE ABOVE PICTURE. ALSO THIS IS C-BRACKET FACE RIGHT THERE WHERE THE HOLE IS ( GET YOUR MIND OUT OF THE GUTTER). THIS IS WHERE I GET THE WIDTH FROM C-BRACKET FACE TO C-BRACKET FACE.

• FROM CENTER POINT TO CENTER POINT ON THE LEAF SPRING PERCHES IS ( 32")
• FROM THE INSIDE FACE OF THE C-BRACKET TO THE INSIDE FACE OF THE OTHER SIDE IS ( 51")
• THE COVER WIDTH OF THE DANA 44 IS  ( 9 1/2" )
• THE WIDTH BETWEEN THE TOP OF THE C-BRACKET FROM END TO END IS ( 55" )

OTHER NOTES:

1. FORD OFFERED A DANA 44 HD FOR THE 75-77 HIGH BOYS WHICH HAD A BEEFIER DIFFERENTIAL CASTING AND INSTEAD OF THE STANDARD F250 HUBS AND LOCKOUTS THEY WENT TO A DANA 60 STYLE HUB AND LOCKOUT ASSEMBLY, BUT THEY DID NOT BEEF UP THE AXLE SHAFT YOKES AND U-JOINTS SO THEY MORE OR LESS DEFEATED THEIR PURPOSE. WHAT GOOD IS THE BIGGER HUB AND LOCKOUTS IF YOU DON'T BEEF UP THE AXLE SHAFT YOKES AND RUN BIGGER U-JOINTS.
2. NOW YOU CAN CUT THE WELDS ON THESE AXLES AND REPOSITION THE C-BRACKET ARMS TO HANDLE MORE DRIVE SHAFT ANGLE BUT BE CARE IF YOU ARE DOING THIS YOUR SELF BECAUSE YOU WILL NEED TO GET THEM ALIGNED PERFECT WHEN YOU REWELD THEM.

***
THE PICTURE TO THE RIGHT SHOWS YOU WHERE TO LOCATE THE BILL OF MATERIALS NUMBERS AND THE MANUFACTURE DATE. SORRY FOR THE POOR PICTURE. THESE NUMBERS ARE LOCATED IN THE FRONT TO THE RIGHT IN BETWEEN THE DIFFERENTIAL HOUSING AND THE C-BRACKET ON THE TUBE.

FRAME WIDTHS
I GET A LOT OF CALLS ON THIS, SO I AM GOING TO TRY TO CLEAR UP ANY MISGIVINGS ON FRAME WIDTHS.

• 73-79 F350,  2WD, LONG BED, REG, SUPER AND CREW CAB FRAMES ARE 34" FROM FRAME RAIL TO FRAME RAIL. THESE TRUCKS ALSO HAD PLASTIC REAR TANKS. ALSO THE BED MOUNTING HOLES ARE INWARDS ABOUT 1 1/2" . ANOTHER THING ON THESE TRUCKS WERE THAT THE REAR LEAF SPRINGS WERE 21/4" WIDE
  
• 73-771/2 F250, 4WD, HIGHBOYS, REG CAB, SUPER CABS, LONG BED FRAMES ARE ALSO 34" FROM SIDE TO SIDE IN THE REAR. THESE TRUCKS DID NOT COME WITH REAR GAS TANKS, ONLY IN CAB TANKS AND SIDE MOUNT TANKS IF ORDERED THAT WAY.  THE REAR LEAF SPRINGS WERE ALSO 2 1/4" WIDE.                              
  
• 73-79  F100, F150, 4WD, REG, SUPERCAB, LONG AND SHORT BED FRAMES ARE 37 1/2 FROM SIDE TO SIDE IN THE REAR. THESE FRAMES STARTED TO TO WIDEN OUT JUST AFTER THE REAR OF THE CAB. NOW HERE THE KICKER FOR YOU GUYS WHO ARE TRYING TO MOUNT BEDS FROM THESE FRAMES TO HIGHBOY FRAMES THIS IS WHERE THE MOUNTING HOLES HAVE TO BE REDRILLED BECAUSE THE FRAMES WERE NARROWER. NOW THE F100'S CAME WITH 2 1/2" WIDE REAR LEAF SPRINGS USUALLY ABOUT 3-4 LEAFS TO THE STACK. THE F150'S CAME WITH 3" WIDE REAR LEAF SPRINGS USUALLY ABOUT 4-5 LEAFS TO THE STACK.  ALSO THESE TRUCKS WERE SETUP WITH STANDARD REAR GAS TANKS (19 GALLON) METAL, AND THEY ALSO CAME WITH OPTIONAL SIDE MOUNT TANK  TOO. 
  
  
<> 78-79  F250, F350, 4WD,  REG, SUPER, AND CREW CAB, LONG AND SHORT BED FRAMES ARE 37 1/2" FROM SIDE TO SIDE IN THE REAR. THESE TRUCKS CAME WITH REAR MOUNT GAS TANKS (19 GALLONS) AND A OPTIONAL SIDE MOUNT TANK WHICH WAS A PLASTIC TANK HELD UP WITH A STAMPED STEEL TRAY. NOT ONE OF FORDS BETTER IDEAS DUE TO WATER GETTING UNDER THE TANK AND CAUSING THE TRAY TO RUST OUT. 
                                                                              

BELOW ARE SOME PICTURES OF THE REAR FRAME WIDTHS I WAS TALKING ABOUT ABOVE


IF YOU NOTICE IN THE PICTURE ABOVE WHERE I WAS TALKING ABOUT THE FRAME STARTS WIDENING OUT JUST PAST THE REAR OF THE CAB. THE FRAME ABOVE IS A 79 F100, 2WD LONGBED.


NOW IN THIS PICTURE YOU WILL SEE WHERE I MEASURE THE FRAME AT !
NOT AT THE FLANGES BUT ON THE MAIN OUTER RAIL PART. YOU SEE WHERE IT MEASURES OUT TO 37 1/2"
THAT THE TRUE WIDTH.

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