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FORD BRONCO
-> DRIVELINE; axles, bearings, differentials, gears, re-gearing, LOCKING HUBS, 8 lug swaps, U joints
-> Differential, Underdrive, Gears, Re-Gearing, 8 Lug Swaps & Vent Line Extensions
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WELCOME to MIESK5's BIG BRONCO LINKS - We now have over 26,000 LINKs!
This is a Ford Bronco, Truck & Van Technical & Parts LINKS site developed by the MIESK5 Family & is not affiliated with the Ford Motor Co. in any manner.
Although we initially developed this site for 78-96 Big Broncos, information in many Links also applies to F, E Series & Cars. UPDATE; all Links via web.archive may be down; Copy orig. URL & go to http://replay.waybackmachine.org/ to search for the new archived copy
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10.25 inch
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10.25 inch, Lincoln Locker
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14 bolt
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8.8 inch
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9 inch
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ARB
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Auburn Gear
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Aussie Locker
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Axle Codes (also referred to as Differential Codes)
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Dana 44 & 8 lug swaps, 50, 60, 70, Trac-Lok™
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Detroit Locker® - Eaton Corp acquired Tractech Holdings, Inc., the parent company of Detroit Locker® and Detroit Truetrac®, 23 JAN 06
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Eaton
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Gears, Re-Gearing, Installation
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General Information
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Powertrax®
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Traction-Lok
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U. S. Gear
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Underdrive, Klune- V
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Vent Line Extensions
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Yukon
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Differential/GEAR FAQs, Determine Ratio, Open or Closed Diff (Posi or Locker), etc. - GREAT INFO! Recommended Gear Ratio, General; "...Differential Gear Ratio determines the number of times the drive shaft (or pinion) will rotate for each turn of the wheels (or ring gear). So if you have a 3.73:1 gear ratio the drive shaft turns 3.73 times for every turn of the wheel. Gear ratio is calculated by dividing the number of teeth on the ring gear by the number of teeth on the pinion gear. The higher the number, the lower the ratio: a 5.29 gear has a lower ratio than a 4.10 gear. With a lower gear ratio the drive shaft (and thus the engine) turns more for each revolution of the wheel, delivering more power and torque to the wheel for any given speed. Lower ratios are generally desirable when going off-road. Higher ratios are better for freeway driving since they run at lower RPM's and offer better fuel economy. Changing tire size affects the final drive ratio. Switching from a 30" tire to a 35" tire changes the final drive ratio by about 17%. This may drop the engine out of its' "power band" and result in poor performance and fuel economy. To restore performance you must change the gear ratio to compensate for the change in tire size. If you originally had 3.07 gears you need a ratio that is approximately 17% lower, such as 3.55. If you want to increase off road performance you might want a 4.10 or lower ratio. Recommended Engine RPM @ Highway Speed; 4 cylinder 2200 - 3200; V6 cylinder 2000 - 3200; Small block 1800 - 2800; Big block 1800 - 2600; Diesel: 1600-2800. A limited slip or positraction differential typically uses some form of clutches that bind up the differential, providing traction to the both tires. The clutches will slip to some extent to allow tires to turn at different speeds on corners. Some limited slip differentials are more aggressive than others, and some can be set up or "pre-loaded" more or less aggressively. Limited slip units require a special gear oil additive and may chatter when turning. Clutch packs may also wear with time and require replacement. Jack up one tire if you have an open diff, or both tires if you have a working posi or locking differential. Rotate the tire one full revolution for posis and lockers and 2 full revolutions for open diffs. Carefully count the number of full revolutions the driveshaft makes. This is your gear ratio. In other words, if the drive shaft turns 3 ¾ turns, you probably have a 3.73 gear ratio. Turning the tire for twice the number of full revolutions and dividing the drive shaft revolutions by two will give you a more accurate reading. Put the transmission in neutral and jack up both tires. Turn one tire. If the other tire spins the opposite direction you have an open differential, and if it spins the same direction you have a posi or a locker..." See diagram to show ring gear and pinion gear depiction.
Source: by differentials.com
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"...Ford typically builds 4WD trucks with a slightly faster/numerically lower front gear ratio than the rear so that off-road steering is enhanced. So a truck built with 3.55 rear gears will have 3.54 front; 3.08 rear - 3.07 front; 4.11 rear - 4.10 front, etc..." Following was in my MS WORD Notes and the source, Randy's Ring & Pinion has removed it from their current web site; The gear ratio in the front of a four wheel drive has to be different from the front so the front wheels will pull more. There have been many different ratio combinations used in four-wheel drive vehicles, but not so that the front will pull more. Gear manufactures use different ratios for many different reasons. Some of those reasons are: strength, gear life, noise (or lack of it), geometric constraints, or simply because of the tooling they have available. I have seen Ford use a 3.50 ratio in the rear with a 3.54 in the front, or a 4.11 in the rear with a 4.09 in the front. As long as the front and rear ratios are within 1%, the vehicle works just fine on the road, and can even be as different as 2% for off-road use with no side effects. point difference in ratio is equal to 1%. To find the percentage difference in ratios it is necessary to divide, not subtract. In order to find the difference, divide one ratio by the other and look at the numbers to the right of the decimal point to see how far they vary from 1.00. For example: 3.54 ÷ 3.50 = 1.01, or 1%, not 4% different. And likewise 4.11 ÷ 4.09 = 1.005, or only a 1/2% difference. These differences are about the same as a 1/3" variation in front to rear tire height, which probably happens more often than we realize. A difference in the ratio will damage the transfer case. Any extreme difference in front and rear ratios or front and rear tire height will put undue force on the drive train. However, any difference will put strain on all parts of the drivetrain. The forces generated from the difference have to travel through the axle assemblies and the driveshafts to get to the transfer case. These excessive forces can just as easily break a front u-joint or rear spider gear as well as parts in the transfer case.
Source: by miesk5 at Ford Bronco Zone Forums
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Identification Based on VIN, Door Jamb Label, Build Sheet (Ford 999 Report), Paint Color Code, VECI Label, Transmission/Differential Pan & Gasket Sizes/Shapes, etc.; "... made a mistake 15 years ago by telling someone to use the Driver's side label to ID their Rear Differential (axle, pumpkin type, etc.); turned out that a previous owner had swapped a Dana 60 in place of the stock 8.8..."
Source: by miesk5 at FSB
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Identification Based on VIN, Door Jamb Label, Build Sheet (Ford 999 Report), Paint Color Code, VECI Label, Transmission/Differential Pan & Gasket Sizes/Shapes, etc.; "... made a mistake 15 years ago by telling someone to use the Driver's side label to ID their Rear Differential (axle, pumpkin type, etc.); turned out that a previous owner had swapped a Dana 60 in place of the stock 8.8..."
Source: by miesk5 at Ford Bronco Zone Forums
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Codes, Application, Ratio, Size, Axle Shaft Splines, Ford, 63-71; Note, site won't allow you to return to this page
Source: by fordification.com
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Cost Estimate, Differential Installation & Services
Source: by currieenterprises.com
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Dana Axle Bill of Material - vehicle specific w/Bronco & Ford truck part numbers
Source: by dana.com
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Detroit Locker® & Eaton Application Guide, Bronco, F Series, Van, Expedition & Crown Vic; includes Axle Shaft Diameter & Spline, Ring Gear/Pinion Ratio & Model Number
Source: by eaton.com
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Differential Application Chart Passenger Cars & Light Trucks
Source: by ratechmfg.com
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Differential Applications, Bronco, 78-96
Source: by 4wheeldrive.about.com
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Differential Information, Bronco & Ford
Source: by usgear.com via web.archive.org
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Differential Information, Ford, 63-71; Note, site won't allow you to return to this page
Source: by fordification.com
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Differential Repair & Installation Instructions, General
Source: by West Coast Differentials
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Differential, Bronco & Ford Truck, 87-90 Applications
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Differential, Bronco & F series, 91-93, Front & Rear Brands
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Differential, Bronco & F series, 94-96, Front & Rear Brands
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Differential, Ford, History & Specs
Source: by Kevin S at gearheadracing.com via web.archive.org
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Differential, Ford, Overview, all types
Source: by Kenneth at Bad Shoe Productions badshoeproductions.com
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Fluid Capacities in 86
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Gear & Locker Protection (cover)
Source: by Zach K (BurnedB, BurnedBronco, Badassbronco) at FSB
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Gear Ratio Calculator (ring & pinion teeth count)
Source: by differentials.com
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Gear Ratio Determination; "...jack up the wheels, disconnect the driveshaft, rotate one wheel, and count how many revolutions the pinion yoke/flange makes..." Read More
Source: by Obi-Wan at jedi.com
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Installing and Setting up a Ring and Pinion Set, General
Source: by Mike W via rsgear.com
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Locker Overview & Discussion
Source: by peteyg & members at FSB
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Lockers Explained
Source: By Shawn P at southernhighrollers.com
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Noise, Diagnose Driveline and Differential Problems, General
Source: by West Coast Differentials
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Overview
Source: by Steve83 (Steve, That dirty old truck) at FSB
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Overview
Source: by Steve83 (Steve, That dirty old truck) at off-road.com
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Pinion Bearing Preload, Backlash, & Bolt Torques Specifications, Bronco, Ford & other makes
Source: by JawsGear.com
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Pinion Gear Seal Install Tools & Tip; "...15 Gallon Air Compressor, found it on sale for 80 bucks at Advance Auto Parts. 1/2" 220 ft/lb impact; Insert the fan wrench under the yoke bolt holes tight up against the casting. Push the ends of the tool so it sits tight against the yoke body. The tools are beefy and 1/4 inch thick. I used a basic 1/2 inch ratchet to hold the steel plate while i pounded it with the impact air tool. It took a long time to break the 32 year old pinion nut off the yoke of my solid axle but it worked like a charm. I would not have been able to do it without air tools. Tap the bottom of the yoke and it will pop right off. Replace the seal or continue on with your tear down.
Source: by foxbravo (aka broncobrando) at FSB
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Ratio Chart; RING GEAR AND PINION TEETH TO RATIO
Source: by trucks.com
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Re-Gearing, Bronco; "...equations for determining what gear ratio you may want .."
Source: by Jer C (Godless, Beerman, SOLD) at FSB
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Repair Price Estimator, Bronco from 90-96 and other Fords; including labor & parts, shops in area, by Zip Code
Source: by RepairPal
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Ring & Pinion Installation Instructions for 7.5”, 8.8”, 9.75” & 10.25”
Source: by Ford
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Ring & Pinion Installation Manual (PDF)
Source: by richmondgear.com
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Ring & Pinion Removal from Housing (pics are gone) in a 95
Source: by Rafael E (Bronkzilla, stressed) at FSB
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Tire Diameter/Circumference & Air Pressure Differences; "...You will recall that at the beginning of this section, we mentioned that we had made sure that all four tires on our truck were the same size, were worn the same amount, were inflated to the specified pressure and were subjected to reasonable loading. Avoiding driveline windup was the reason for this. Figure 18A shows that tires of even slightly different size roll different distances every revolution. Figure 18B shows that the same effect is true for tires that are the same size but inflated or loaded differently. Operating a 4 x 4 in 4WD with tires of different size or inflation will produce driveline windup, even when driving straight ahead! If the vehicle is being driven in 4WD on dry, hard pavement, the driver will notice drag and may experience the hop, skip, bounce effect as the front or rear wheels release the windup..." in Four Wheel Drive (4X4) General Information, Operation & Troubleshooting TSB 92-1-8 for Bronco, F Series & Ranger (COMPLETE); Includes Electric Shift On The Fly (ESOF) Troubleshooting & Hub Operation; see page 4-6 & Figures
Source: by Ford via Chilton
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