SETUP: I use a 4-foot length of 2×12 with a 3/4 hole bored into the middle of it as a work stand. The hole is for the input shaft which protrudes slightly from the bellhousing.
1) With the transmission standing on its bellhousing and with the tail shaft housing removed, I use either a mototool or a “cape chisel” to remove the “staked” portions of the two nuts on the tail shaft and countershaft.
2) Now lock the transmission in two gears at the same time (With the top cover off, push both the 1-2 and 3-4 synchro collars “down”)
3) Using the two LONG bellhousing bolts at the 10 O’clock and 3-O’clock positions (to prevent the transmission from rotating), use a pipe wrench to remove the main shaft nut.
4) If you don’t have a pipe wrench, use a large chisel against the flats of the nut to drive it off (the nut is not re-usable anyway).
5) Repeat the procedure for the countershaft nut, though for that you may actually have the 30mm socket you’ll need.
6) Now, flip the transmission bellhousing up (a garbage pail half filled with paper makes a nice work stand) and remove the front bearing retainer.
7) Remove the transmission from the garbage pail and put it back on the wood block.
8) Using a pry bar to apply upwards force on the rear bearing, strike the end of the output shaft with a brass or lead hammer.
9) Rotate the shaft between blows until you get the bearing off.
10) At this point, it’s all 12mm socket work and simply disassembling things in sequence but will generally get you into whatever parts you have screwed up.
If there are any questions, ask them and I’ll revise this as needed…
Information Provided By: By AllanD
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About The Author
Jim Oaks is the founder of The Ranger Station, one of the longest-running Ford Ranger enthusiast communities on the web. He has spent over three decades owning, modifying, repairing, and driving Ford Rangers on the street, trail, and cross-country routes.
Since launching TheRangerStation.com in 1999, Jim has documented thousands of real-world Ranger builds, technical repairs, drivetrain swaps, suspension modifications, and off-road tests contributed by owners worldwide. His work has been referenced by enthusiasts, mechanics, and off-road builders looking for practical, experience-based information rather than theoretical advice.
Jim’s hands-on experience includes long-distance overland travel, trail use, drivetrain and axle upgrades, suspension tuning, and platform comparisons across multiple Ranger generations. The content published on The Ranger Station is grounded in first-hand experience and community-verified data, not marketing claims or generic specifications.