1983-2011 Ford Ranger Transfer Cases

Ford Ranger & Bronco II Transfer Cases

Depending on the year, the 1983-2011 Ford Ranger 4×4 and 1984-1990 Ford Bronco II 4×4 were equipped with either a Borg-Warner BW1350 or BW1354 transfer case. Both transfer cases were available with either a manual-shift or electric shift system.

The BW1350 and BW1354 are both three-piece, aluminum, part-time transfer cases. They transfer power from the transmission to the rear axle and, when 4WD is engaged, to the front axle. Both use a positive-displacement oil pump to circulate lubricant through drilled passages in the rear output shaft. This allows the transfer case to remain lubricated when the vehicle is being towed with the driveshaft connected.

The primary external difference between the standard BW1350 and BW1354 is the front output connection. The BW1350 uses a splined front receiver that accepts a driveshaft with a splined slip yoke. The BW1354 uses a fixed front yoke that connects to the driveshaft through a universal joint (U-joint).

There is one important exception to the standard BW1350 configuration. The 1987-1988 Ford Ranger STX High Rider 4×4 and 1989 Ford Ranger STX Sport Rider 4×4 was equipped with a BW1350 having a fixed front yoke for a U-joint. These were the only Ranger BW1350 applications with a front yoke. All other Ranger BW1350 applications used the splined front receiver and a driveshaft with a splined slip yoke.

Transfer Case Usage

Identification Tags

The BW1350 and BW1354 should have a tag held on with a bolt. The top right portion of the tag will list the transfer case model number.

Transfer Case Details & Specifications

BW1350 Transfer Case

The BW1350 manual shift transfer case was offered in the Ford Ranger 4×4 from 1983-1990. It became available as an electric ‘Select-Shift’ from 1986-1990. This 3-piece aluminum part-time transfer case can be easily identified by the splined receiver on the front that takes a front driveshaft with a slip yoke.

There is a small U-joint inside the front output cone of these transfer cases. In an off-road application with a lift kit and decent wheel travel, you could actually pull the drive shaft out of the transfer case if the driver’s side front wheel travels down too far.

1983-1985 BW1350

The early BW1350 transfer cases found in the 1983 to early 1985 Ford Ranger models feature a factory fixed rear output yoke attached directly to the output shaft. This early configuration utilized a notably small 1210 U-joint using small caps and a narrow span before Ford shifted the BW1350 and all later BW1354 designs to a flat companion flange layout.

Rare 1987-1989 BW1350

The 1987-1988 Ford Ranger STX High Rider 4×4, and the 1989 Ford Ranger STX Sport Rider 4×4 came with a BW1350 with a fixed yoke on the front.

Specifications

• Weight: 98lbs (44kg)
• 25-Spline Input
• 26-Spline Output
• Low Range: 2.48:1, chain driven
• Shift to 4H up to 55mph (88km/h)
• Electric and manual shift versions
• Fluids: 2qt Automatic Transmission Fluid

NOTE: The factory manual calls for Dextron III / Mercon, Mercon V, or Mercon LV. NOT gear oil. Consult your service manual or owner’s manual for the proper fluid specification.

BW1350 Usage

• 1983-1989 W/o external front yoke, w/bolt on shift linkage (manual shift)
• 1987-1989 W/external front yoke (manual shift) (1987-1988 STX High Rider) (1989 STX Sport Rider)
• 1987-1989 W/external front yoke (electric shift) (1987-1988 STX High Rider) (1989 STX Sport Rider)
• 1983-1990 W/o external front yoke (manual shift) one piece shift linkage
• 1986-1990 W/o external front yoke (electric shift)

BW1354 Transfer Case

The BW1354 transfer case was available in a manual shift, or electric shift. The manual version was used from 1990-1997, and then from 2002-2003. The 2002-2003 manual cases were only available on the Ford Ranger FX4. The electric shift version was used from 1990-2011.

The 1998-2011 Ford Ranger transfer case came with a unique cup style flange for the ‘Tulip’ style front driveshaft.

Specifications

• Weight: 98lbs (44kg)
• 25-Spline Input
• 26-Spline Output
• Low Range: 2.48:1, chain driven
• Shift to 4H up to 55mph (88km/h)
• Electric and manual shift versions
• Fluids: 2qt Automatic Transmission Fluid

NOTE: The factory manual calls for Dextron III / Mercon, Mercon V, or Mercon LV. NOT gear oil. Consult your service manual or owner’s manual for the proper fluid specification.

BW1354 Usage

• 1990-1995 (electric shift) with speedo hole, with sensor hole fixed front output yoke
• 1990-1997 All (manual shift)
• 1995-1998 (electric shift) rear circular flange front fixed yoke with speedo hole, w/o sensor hole
• 1998-2000 (electric shift) rear circular flange, front cup yoke w/o speedo hole, w/o sensor hole
• 2000-2004 (electric shift) rear circular flange, front cup yoke w/o speedo hole, w/o sensor hole, w/o shift on the fly
• 2002-2003 Manual shift (FX4 Models) rear circular flange, front cup yoke w/o speedo hole, w/p sensor hole

BW1350 & BW1354 Planetary Gears

The BW1350 and BW1354 (up to 1992) had a four planetary gear set:

From 1993-2011, the BW1354 used a six planetary gear set.

Transfer Case Yokes

Note the differences in the front output snout length between the BW-1350 High Rider and BW-1354:

Transfer Case Flanges and U-Joints

As mentioned above, the BW1350 used a front receiver that took a driveshaft with a splined slip yoke. The 1987-1988 Ford Ranger STX High Rider and 1989 Ford Ranger STX Sport Rider used a BW1350 with a fixed front yoke. The front and rear yokes took a 1210 U-joint. Not only was the 1210 U-joint a weak link, but these yokes used U-joint straps to hold the u-joint in the yoke.

The SuperCab Ford Ranger 4×4 used a flat flange on the back of the BW1350 that also used a flange yoke. The 1986-1990 Ford Bronco II also used a flat flange on the BW1350 transfer case. These setups use a larger 1310 U-joint.

• The 1210 u-joint has a 1.062 cap and 2.438 width. (1-1/16″ x 2-7/16″)
• The 1310 u-joint has a 1.062 cap and 3.219 width. (1-1/16″ x 3-1/4″)

You can swap out the rear yoke on your BW1350 with a flat flange from an extended cab Ford Ranger or 1986-1990 Ford Bronco II. You can also use the flat flange from a BW1354. The BW1350 and BW1354 both use a 26-spline yoke / flange.

(BW1350 with flat flange)

(Flange yoke)

(Driveshaft attached to a transfer case using a u-joint in a flange yoke bolted to a flat flange)

(26-spline flat flange)

The BW1354 used from 1998-2011 used a front receiver cup and ‘tulip’ style driveshaft. These driveshafts tend to fail on Ford Rangers with suspension lifts.

1350 To 1354 Flange & Yoke Conversion

My 1983 Ranger used the small 2.5-inch wide U-joint and 2-inch driveshaft. The Rangers flange had a 2-1/2 inch spacing between bolt holes and the flange on the Explorer 8.8 rear axle I installed had a 3-inch spacing between bolt holes.

My driveshaft wouldn’t bolt to the new 8.8’s flange, so I decided to have a new one built. I could have found a flange for the 8.8 that would accept the 2.5-inch U-joint in order to retain my original shaft, but I wanted to beef things up a bit. I got rid of the yoke on the transfer case and replaced it with a flat flange from a 1986 Bronco II BW1350 transfer case. I now have a flat flange on the axle and on the transfer case with a 1310 U-joint at each end secured in flat flanges. The driveshaft then bolts in flange to flange. These flat flanges allow the bigger U-joints and eliminate the weak U-joint straps at the transfer case.

Transfer Case Front Driveshafts

BW1350 Front Driveshaft

Below is the front driveshaft that was on the BW130’s with the splined yoke. You can see the splined shaft that slides into the front of the transfer case. If you look closely, you’ll notice that the splined shaft is “keyed”. There is a groove missing that creates a wider spline. You have to line this up with the splines in the transfer case before you can get the shaft to slide in to place.

1998-2011 Ford Ranger Front Driveshaft

The BW1354 used from 1998-2011 used a front receiver cup and ‘tulip’ style driveshaft. These driveshafts tend to fail on Ford Rangers with suspension lifts.

Adapters such as the one shown below allow you to switch to a tradition style driveshaft and u-joint.

Rough Country and Superlift offer a replacement driveshaft, and an adapter to use an actual u-joint instead of a tulip style shaft.

Transfer Case Visual Identification

BW1350 Transfer Case

The BW1350 can be quickly identified by the cone on the front for the front driveshaft. This transfer case uses a splined receiver instead of a yoke and U-joint. These transfer cases take a splined slip yoke on the end of the drive shaft that slides into the transfer case.

From 1983-1985 these transfer cases featured a factory fixed rear output yoke attached directly to the output shaft that used a small 1210 style U-joint.

(BW1350)

1987-1989 Ford Ranger STX BW1350 Transfer Case

The 1987-1988 Ford Ranger STX High Rider 4×4, and the 1989 Ford Ranger STX Sport Rider 4×4 came with a BW1350 with a fixed yoke on the front.

BW1354 Transfer Case

1998-2011 Ford Ranger BW1354 Transfer Case

The 1998-2011 Ford Ranger transfer case came with a unique cup style flange for the ‘Tulip’ style front driveshaft.

BW1354 Exploded View

View this as a .pdf file HERE

For more transfer case diagrams and part lists, check out this Transfer Case Parts Catalog.

Related Articles:

Servicing A Transfer Case Shift Motor

Rebuilding A Transfer Case Shift Motor

Transfer Case Identification

Transfer Case Parts Catalog

BW1354 Transfer Case Exploded Parts View

Rebuilding A Ford Transfer Case Shift Motor

Transfer Case Troubleshooting

The 1983-2011 Ford Ranger 4WD System

Transfer Case Fluid Change

Identifying Borg Warner Transfer Cases

About The Author

Jim Oaks

Founder / Administrator at The Ranger Station | Staff Profile

Jim Oaks is the founder of TheRangerStation.com, the longest-running Ford Ranger resource online since 1999. With over 25 years of hands-on experience building and modifying Ford Rangers — including magazine-featured builds like Project Transformer — Jim has become one of the most trusted authorities in the Ford Ranger off-road and enthusiast space.

Since launching TheRangerStation.com, Jim has documented thousands of real-world Ranger builds, technical repairs, drivetrain swaps, suspension modifications, and off-road adventures contributed by owners worldwide. TheRangerStation.com has been referenced in print, video and online by enthusiasts, mechanics, and off-road builders looking for practical, and experience-based information.