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Only if you plan in going up to 35 spline axles, otherwise the small bearing diff is sufficient.

Knock it off, if there's a hole weld it up.....

http://www.jamesduff.com/broncoII/dualshock.html Those are what your after, the top alignment lugs been changed to allow the bigger coils, they work great!

I used the factory ones, but tore both sides apart wheeling it hard.... The James Duff swap buckets I put on just before UA were awesome, bolted right up and were strong as hell.

^^^those guys, not trail gear.... my bad!

The 3/4 ton rotors are bigger, so using the larger 3/4T calipers and mounts means the brake pad won't be sitting on the rotor all the way.... but I have seen it half assed that way before. Do the T bird caliper swap as mentioned, it'll help. Also, talk to Trail Gear (IIRC) and they can...

You could do the same with TRE's if ya set it up right... personally, I'd want two spares... a right and left hand thread :thefinger:

You don't 'NEED' a perfect pinion angle on something that doesn't see hi speed 4wd use... I ran 7" coils with stock 78/79 radius arm brackets and 7* bushings ending up with 2* castor and guess what, it drove great! I don't see how you 'cracked and blew out' poly bushings in 200 miles if they...

5.13's are decent for 37's, or for 35's with a 4 banger...

Brinker's guess sounds about right. If it had all 4 chromo axles, and lockers you'd be lookin at the $11-1300 range...

I was HARD on my 31 spline detroit locked 8.8 on 37's and it never gave me issues... I'm now rocking a full float 35 spline 9" for what its worth....

Ok Folks, lets see your towrigs getting used.... I don't wanna see rangers haulin stuff, we all do that every day. Lets see what hauls your rangers, or does your heavy hauling. Post can also include towrig specs, and trailer specs. Bonus points for purpose built equip/trailers etc.

All factory 9" axle's in truck's are 5 lug...

Ya, just saying all F150's had a high pinion open knuckle D44 so there's a lot to choose from if you can find them.

IIRC 66'-77 are the same in F150 diffs.

It's just easier to narrow an 'early' D44 vs the 78/79' models is all, and better chances of finding a heavy tube version.

If you want to narrow it to EB/Ranger width try and get a D44 from an F150 EARLIER then 78' as the wedges will be weld on and not cast in like 78/79's are. Also, the D44 I got from a 76' supercab had 1/2" wall tubes. Can't go wrong with that kinda beef! Andres629 has it in his BII now.

Brakes and wheel bearing are the #1 reason to go with the D44 outers...

If you narrow a half ton D44 it'll be 60" to match the 8.8. The 3/4t d44's are a bit wider and D60's are 69" wms-wms. You won't need to bother with cut/resplining a shaft either just buy a chromoly shaft for an EBD44 and it'll be the right width. If you don't plan on goin bigger then 35's...

Right after the SAS, worked not bad... Then I ditched the quad for more storage and let another dude haul them, note the flipped trailer axle. Now it'll be this with an air mattress in the back and the ranger on a trailer behind it.