V8 Engine Swap
- Sep 6, 2013
- Reaction score
- Calgary, AB
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Carrier bearings fail and need to be replaced, so it should be removable/replaceable should you ever want to go back - Not sure why you would, but this shouldn't be a destructive mod. (Been a while since I was under a Ranger with 2 piece shaft and my BiL's is 500 miles away, for me to verify).Looks like I'd need to remove the carrier & its support so this would be a one-way deal; no room for error.
I've always wondered why they ever used a two piece?
My T-case flange is SMALL so I'll replace that. Another post says 4x4 Explorers may be a source.
1210 u-joints/smaller diameter tube/transfer case & pinion flanges allowed Ford's accountants to save a few bucks on every Ranger they built - they were building them in 100s of thousands/year at time; so, the savings added up. But a small diameter tube is prone to out of control vibrations if too long. In '86, when they released the SuperCab, they weren't certain they would sell very many, so 2 piece drive shaft with carrier bearing was the expedient solution.
When it turns out, the majority of sales are SuperCabs: larger tube which allows removal of a drive shaft section and u-joint becomes the overall less expensive package; larger flanges and 1310 u-joints follow along to make it work.
4x4 Explorer is an option for a regular cab long box, but it would be about 1' short for a SCSB.
I like bobbywalter's solution - didn't consider that the splines in the driveshaft would be identical; just knew they were different between 7.5 & 8.8 differential pinions. You could even apply it to a newer 1 piece driveshaft, at least temporarily - it would allow you to put off removing the output flange on the transfer case to a future date when you have time/parts ready. (Although it doesn't sound like this is your DD, that you need running on Monday).
p.s. There are nice aluminum 1 piece shafts which don't rust/save a couple ounces.