7 1/4 rear end options.

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falcon_master
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7 1/4 rear end options.

Post #1 by falcon_master » Wed Feb 07, 2018 9:41 am

Hi everyone. So like usual I've been doing some thought bout how will this rear end hold up I'll be honest I can drive stick well (learned on an 7.3L f250, that thing was impossible to stall) but I'm worried that with the constant abuse of other family members and sometimes even me I gonna blow the fragile rear end. I haven't found parts to be readily available either. Anyone have suggestions on what I could try to use. Dumb idea but on our property we have a parts car a 71 ranchero with a 351. Could I take the rear out of that. I might have to shorten axles or different tires though
Junior year high school AFJROTC cadet and car enthusiast. Likes all things ford and engines of any company. 64 falcon 2dr sedan with 144 six and 3spd column shift manual transmission estimated 124,000 miles. Resurrected after sitting outside for 18 years, In process fixing for use as daily driver. “Old cars may break but are never broken”-RCR

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Re: 7 1/4 rear end options.

Post #2 by The Blue Box » Wed Feb 07, 2018 10:07 am

Seeing that you only have the 170. The rear you have should be adequate despite the reputation for being weak. However if you ever wish to cruise down the highway with out the motor screaming you ought to look at swapping rears as the 7 1/4 rears tallest gearing is 3.5, witch isnt ideal for the highway. Especially with a non OD trans
1964 Econoline with 2bbl converted 200 six

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chad
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Re: 7 1/4 rear end options.

Post #3 by chad » Wed Feb 07, 2018 1:27 pm

2X ^^^ !
remember the equation:
(motor) transmission (ie 'gears' - final), chunk (ie 'rear gear' - R&P), tire sz (ie 14, 15, etc).
This gives "Final Drive Ratio" (unless U have 4WD - gotta add in that transfer case gear).

Here's a cool chart:
http://www.metropartsmarket.com/rearend/ratio.html

some rear gears to consider: 2.73, 3.08, 3.27, 3.31, 3.45, 3.55, 3.73 (again Application is the answ 2 every Q...What is the end use/goal?)

All helpful, however that 'chero axle ('67 - '73) is a 'huge' & famous "Ford 9 inch" - better in the F-250 (w/a 351) U mentioned!

What's in a local junk yrd? the ford "8.8" (86-17 'stang)? Still too big? probably (I'm a truck guy) :oops:
How bout a (Granada or) Maverick ('71-3)? It might B the right width 4 ur car? another consideration (esp around cost to mod 4 ur use).(But might have a 5 lug flange 4 da tire)? But beefier...

How hi R U gunna push that motor's out put? Stock? Well, the Ford engineers (I bet their smarter bout this than us) came up w/a great solution (what's in there). There's a small amount of wiggle room, but unless U really hop it up...
A change to 1 part of the system effects all other parts, but here...I'm just wondering...Application?, again, will answ the Q.
"Big thing is only make one change at a time. Change 2 or more things at a time it becomes difficult to figure which change helped or hurt" turbo2256b » 1/16/2017
Chad - '70 LUEB on '77 frame (i.e. PS, D44, trapezoidal BB 9", 4.11), 250, NV 3550 & DSII to B transplanted, "T" D20/PTO, 2" SL, 1" BL, 4 discs, 33"X15", etc. Seeking: Hydraulic gear motor for Koenig pto. chrlsful@aol.com (413) 259-1749

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Re: 7 1/4 rear end options.

Post #4 by falcon_master » Thu Feb 08, 2018 1:14 am

Thanks for the link that is a cool chart. My end goal is to have this be a reliable daily driver that I don't have to worry about to much. I won't be bang shifting the thing but I don't want to have to worry that at any shift my whole gear cluster could shed it self to bits or my rear end could blow up.
Junior year high school AFJROTC cadet and car enthusiast. Likes all things ford and engines of any company. 64 falcon 2dr sedan with 144 six and 3spd column shift manual transmission estimated 124,000 miles. Resurrected after sitting outside for 18 years, In process fixing for use as daily driver. “Old cars may break but are never broken”-RCR

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7 1/4 rear end options, whatever U want - try'n match the rest of the system

Post #5 by chad » Thu Feb 08, 2018 7:14 am

if properly maintained, that thing will do fine as designed.
Any worries? take it apart, look at the shop or Haynes/Chilton manual and compaire what U have w/it.
Clean lube reassemble.
When I was starting the more experienced around me said: "All this works pretty good, noneadis is too accurate and precise except the adjustment between the teeth in the rear end (they usta use 'bluing" to ck engagement) and carb tuning (a vacuum gage, their ear, timing lght)."
"Big thing is only make one change at a time. Change 2 or more things at a time it becomes difficult to figure which change helped or hurt" turbo2256b » 1/16/2017
Chad - '70 LUEB on '77 frame (i.e. PS, D44, trapezoidal BB 9", 4.11), 250, NV 3550 & DSII to B transplanted, "T" D20/PTO, 2" SL, 1" BL, 4 discs, 33"X15", etc. Seeking: Hydraulic gear motor for Koenig pto. chrlsful@aol.com (413) 259-1749

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Re: 7 1/4 rear end options.

Post #6 by xctasy » Sat Jun 02, 2018 6:51 am

http://www.fordmuscleforums.com/mustang ... r-end.html


xctasy wrote:"http://www.fordmuscleforums.com/mustang-pages-1965-1973/500968-limited-slip-7-25-rear-end.html"


If you look around, the 7-1/4" axle has a 2.83 to 3.20 to 4.00 crown wheel and pinion for it, and a limited slip diff Equa Lok version.

Mike from Classic in lines disussed it many years ago.


viewtopic.php?t=77267






xctasy wrote:Don't discredit the 7-1/4". In fact, if you are able to wade through the information, most axles except the 6.7/6.8 came with a limited slip diff "Traction Lok" or "Detriot Locker" option, specially so the 7-1/4".


Everywhere else but America, the old axles and cars are scrapped, and the steel and iron sent to China.

You guys in the USA have the advantage of guys the world over having a go at destroying Ford axles in hopped up Fords, and those 7.25's were pretty dang good. In the USA, everyone just grabs a junked 8" axle, and gos nuts.

The 7.25 ranks as a very underated axle. It existed becasue the 6.8 diff was very weak, and it took Ford 19 years to upgrade that little pip squeek axle to even the level of any 1962-1972 7.25 axle.

Somewhere in my 2500 picture liabary, I have a 1967 XR GT Falcon that used the earlier Round-body and later 7.25" Pickup axles in a drag racing application for 2 years.

Image
http://img.photobucket.com/albums/v223/xecute/4.jpg

In Australia, the Falcon pickups ran a US Import open wheeler 7.25 axle for many years as the 6.7/6.8" wasn't very strong.

That 7-1/4 axle will certainly take a Four speed Toploader, 3000 pound Falcon with 4-bbl 289 which were 225 hp stock.

Then it got modified to 271 hp plus K code 289 spec, the still the open wheeler US import 4:1 ratio 7.25" axle took the pounding. 232 real hpon the chassis dyno, IIRC.

Thats about 240 lb-ft of torque. 13 second 1/4 miles.

Mike W (AzCoupe) back in 2006 was looking at the much stronger Traction Lok option Ford had from 1963 to 1967, and making a New Old Stock kit for it.
Image
XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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62Cometman
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Re: 7 1/4 rear end options.

Post #7 by 62Cometman » Mon Jun 04, 2018 3:07 pm

X3 for getting it up and running first but from what ive been told the 7.25 rears will handle just about anything a small six will throw at it beside possibly burn outs. Ive honestly not heard of anyone destroying one personally, usually the smaller 2.77 trans goes first but and especially in the 144s case short of a high revving turbo option itll take anything that engine can put out and keep on ticking. It should be noted that parts are getting harder to find so it is worth while to see whats readily available but going to anything over an 8" while keeping a 6 in the car is likely overkill
1962 Mercury Comet 170 ci, Dagenham Trans, 2.83:1 7.25 rear.
She ain't fast but she's fun. 8)

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Re: 7 1/4 rear end options.

Post #8 by WallytheShark » Tue Jun 05, 2018 11:54 am

I'm restoring a '64 Ranchero- I've scrapped the dead 170 ci it came with and put in a 200 ci. The Ranchero has 3 on-the-tree manual.
I want to use the vehicle as a part-time freeway commuter and want to know what rear gear to put in it to keep the engine from screaming at 70 mph. The rear is stock currently and I'm assuming it's the 7.25 pumpkin.

Can the collective wisdom of this forum offer a suggestion(s).

Thanks!
Keith Lindsey
Blaine, WA
]W. Keith Lindsey
Blaine, WA
'64 Ford Ranchero Base w/200 ci, Phoenician Yellow
'71 Ford Ranchero 500 w/302 ci Calypso Coral
2003 Ford F-150 Lariat FX4 Supercab Blue
2015 Ford Fusion 2.0 Turbo AWD Blue

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chad
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should I swap out my 7 1/4 inch rear? what R the options?

Post #9 by chad » Tue Jun 05, 2018 2:47 pm

use the on-line caculators plez Ken, you'll hafta plug in tire dia, a;ong w/final trans gear, etc.
This poster has another Q...

Sorry, try:

http://www.apexgarage.com/tech/gear_ratios.shtml

'N ask ur Qs there or thru a different thread (so titled).
:thumbup:
"Big thing is only make one change at a time. Change 2 or more things at a time it becomes difficult to figure which change helped or hurt" turbo2256b » 1/16/2017
Chad - '70 LUEB on '77 frame (i.e. PS, D44, trapezoidal BB 9", 4.11), 250, NV 3550 & DSII to B transplanted, "T" D20/PTO, 2" SL, 1" BL, 4 discs, 33"X15", etc. Seeking: Hydraulic gear motor for Koenig pto. chrlsful@aol.com (413) 259-1749

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Re: 7 1/4 rear end options.

Post #10 by StarDiero75 » Sat Jun 16, 2018 3:31 am

WallytheShark wrote:I'm restoring a '64 Ranchero- I've scrapped the dead 170 ci it came with and put in a 200 ci. The Ranchero has 3 on-the-tree manual.
I want to use the vehicle as a part-time freeway commuter and want to know what rear gear to put in it to keep the engine from screaming at 70 mph. The rear is stock currently and I'm assuming it's the 7.25 pumpkin.

Can the collective wisdom of this forum offer a suggestion(s).

Thanks!
Keith Lindsey
Blaine, WA

It depends how deep you want to do with it at 70. Im turning 2600 with a 2.8 at 70 with my 200 and 3 OTT. Its not bad till 3rd, then jt gets gutless.
You're better off finding a 8" if you want a deeper gear as the pinion gears for 7.25s are like hens teeth. The lowest they made for them was 3.1 which puts you at 2900ish rpm. If you want deeper you have to go 8". Then if you do, i recommend one from a falcon or up to 66 mustang. They are drop ins with only the brakes to change out but youre stuck witb 5 lug. If you drop in one from a maverick, they have 4 lug but the axles and shafts need to be shortened.
--1965 Ranchero w/1966 200 and 3.03 column shift, 8" rear 2.8 (Yes I know the gearing sucks), weber 32/36, CRT Performance HEI.
--1961 Studebaker Lark VI, OHV 170 l6 in the process of being resurrected. But it lives
--Creator of the only Weber 32/36 conversion video.

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Re: 7 1/4 rear end options.

Post #11 by frozenrabbit » Sat Jun 16, 2018 9:07 am

A Maverick 4 lug is a bolt in. Does not need narrowed. Same for a 5 lug. A '65-'66 mustang is 3/4" wider, drum to drum. Mustang and Maverick spring pads are same width as a Falcon axle, center to center.

I've got a '70 Mav 4 -lug in my '62 Ranchero with a factory posi center section. Only thing I swapped was to the wider Ranchero drums and backing plates.

I have a '66 Mustang 5 lug for my '63 Falcon, I'm going with a different backspacing to make up for the 3/4" difference. 5 lug discs up front.

I really don't think you're ever going to shred that 7-1/4" with your 170, unless you run it without gear oil.

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Re: 7 1/4 rear end options.

Post #12 by StarDiero75 » Sun Jun 17, 2018 3:59 am

frozenrabbit wrote:A Maverick 4 lug is a bolt in. Does not need narrowed. Same for a 5 lug. A '65-'66 mustang is 3/4" wider, drum to drum. Mustang and Maverick spring pads are same width as a Falcon axle, center to center.

I've got a '70 Mav 4 -lug in my '62 Ranchero with a factory posi center section. Only thing I swapped was to the wider Ranchero drums and backing plates.

I have a '66 Mustang 5 lug for my '63 Falcon, I'm going with a different backspacing to make up for the 3/4" difference. 5 lug discs up front.

I really don't think you're ever going to shred that 7-1/4" with your 170, unless you run it without gear oil.

I always heard it was wider. Or is it that the perches are off on the mavericks? My 66 8" dropped right into my 65 Ranchero no prob. I wouldnt mind the larger brakes though for a Ranchero as mine are the 66 Mustang brakes
--1965 Ranchero w/1966 200 and 3.03 column shift, 8" rear 2.8 (Yes I know the gearing sucks), weber 32/36, CRT Performance HEI.
--1961 Studebaker Lark VI, OHV 170 l6 in the process of being resurrected. But it lives
--Creator of the only Weber 32/36 conversion video.

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Re: 7 1/4 rear end options.

Post #13 by frozenrabbit » Sun Jun 17, 2018 10:42 am

Maverick rear ends go right in, 56 1/2" wheel mount to wheel mount. Spring perches are same width center to center. Early Falcon is a 2" leaf spring, Maverick is 2-1/2" spring. Early Falcons are 56", with plenty of space in the wheel well for the extra 1/4" on each side.

Wider 4-lug Ranchero drums bolt right on to a Maverick 4-lug, but you also need to swap the backing plates. I have 9"x2-1/4" brakes front and rear. 5-lug should be swap-able as well.

I only know about round body Falcons, '64 and up Falcons and Rancheros are possibly more swap-able with Mustangs.

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Re: 7 1/4 rear end options.

Post #14 by xctasy » Fri Jun 29, 2018 6:59 am

StarDiero75 wrote:
WallytheShark wrote:I'm restoring a '64 Ranchero- I've scrapped the dead 170 ci it came with and put in a 200 ci. The Ranchero has 3 on-the-tree manual.
I want to use the vehicle as a part-time freeway commuter and want to know what rear gear to put in it to keep the engine from screaming at 70 mph. The rear is stock currently and I'm assuming it's the 7.25 pumpkin.

Can the collective wisdom of this forum offer a suggestion(s).

Thanks!
Keith Lindsey
Blaine, WA

It depends how deep you want to do with it at 70. Im turning 2600 with a 2.8 at 70 with my 200 and 3 OTT. Its not bad till 3rd, then jt gets gutless.
You're better off finding a 8" if you want a deeper gear as the pinion gears for 7.25s are like hens teeth. The lowest they made for them was 3.1 which puts you at 2900ish rpm. If you want deeper you have to go 8". Then if you do, i recommend one from a falcon or up to 66 mustang. They are drop ins with only the brakes to change out but youre stuck witb 5 lug. If you drop in one from a maverick, they have 4 lug but the axles and shafts need to be shortened.



If you look around, the 7-1/4" axle has a 2.83 to 3.20 to 4.00 crown wheel and pinion for it, and a limited slip diff Equa Lok version.
Image
XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Re: 7 1/4 rear end options.

Post #15 by chad » Fri Jun 29, 2018 8:29 am

if avail I'd say the 320 will do it AND not B too bad on gas...
Is this an on-line co X?
"Big thing is only make one change at a time. Change 2 or more things at a time it becomes difficult to figure which change helped or hurt" turbo2256b » 1/16/2017
Chad - '70 LUEB on '77 frame (i.e. PS, D44, trapezoidal BB 9", 4.11), 250, NV 3550 & DSII to B transplanted, "T" D20/PTO, 2" SL, 1" BL, 4 discs, 33"X15", etc. Seeking: Hydraulic gear motor for Koenig pto. chrlsful@aol.com (413) 259-1749

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Re: 7 1/4 rear end options.

Post #16 by 62Cometman » Fri Jun 29, 2018 11:20 am

x2 if you have found a ring and pinion set only that actually is for the 7.25 ford rears let me know ill definitely be interested 3.50 while performs excellent does not like going much faster than 60-65
1962 Mercury Comet 170 ci, Dagenham Trans, 2.83:1 7.25 rear.
She ain't fast but she's fun. 8)

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Re: 7 1/4 rear end options.

Post #17 by xctasy » Sat Jun 30, 2018 4:54 am

62Cometman wrote:x2 if you have found a ring and pinion set only that actually is for the 7.25 ford rears let me know ill definitely be interested 3.50 while performs excellent does not like going much faster than 60-65

Re-read ALL of https://www.fordmuscleforums.com/mustan ... end-1.html

and https://www.fordmuscleforums.com/mustan ... end-2.html


AZCoupe was going to offer the Limited Slip Differential kit, which was a standard factory option in 1966 pickups and vans and trucks. The fact that the Australian drag racers didn't know about it in 1967 was typical of how information wasn't passed around throughout Ford world wide.

:P The Big o drag raced his 240 rwhp 289 Falcon GT Sedan with the open 7-1/4" 4.00 gear axle, when there was a factory US market limited slip axle around.


Read it again


Image


The USA has the parts you need. You just have to persist with the request, and not get mixed up with other Chinese Whipsers of not true info.

List these down for future reference. :mrgreen:

1962-maybee 1972 7-1/4" Factory axle ratios....again.

1 )2.83:1 Automatic 200 six axle
2) 3.20:1 Common Manual 170/200 axle
3) 4.00:1( old Falcon/Ranchero pickups, Econoline trucks and vans, 170/200/possibly 240)


All US made, and also Australian supplied. Ecconlines, Falcons, some Fairlanes, from 1962-1966, then Ford USA went to Brzilian 8 and US 9" axles, with the Auusis upgrading to either B/W 7-7/8", Ford 's Brazilian Sao Palo 8", or US import 9" axles.

No 3.50"s in 7-1/4" axle form. None. Eva.


If you want 3.50's, you need a 9". 3.50 wasn't a common 8" ratio, its rare as rare can be


8" were generally 2.79, 3.00, 3.25 3.40, 3.55, 3.80, and a host of other kinds for trucks, vans and pickups.


8" Detroit Locker Positraction, Open Differentials, Trac Loc Positraction, all the same 28 spline axles as the 9"

8" Factory Ratios
1 ) 2.33:1 (250cubic inch 1969/1970 Mustang Economy gearing)
2 ) 2.79:1 (Std 8 cylinder small block Auto gearing)
3 ) 2.80:1 (Rare as rare can be)
4 ) 3.00:1 (Yukon Gear still make new replacements)
5 ) 3.25:1Common Traction Lock)
6 ) 3.40:1 Mustang II and some Pintos)
7 ) 3.50:1 (Rare as rare can be)
8 ) 3.55:1 (Yukon Gear still make new replacements)
9 ) 3.80:1 (Yukon Gear still make new replacements)
10) 4.62:1 ( old Econoline trucks and vans; Yukon Gear still make new replacements )
11) 5.43:1 (Yukon Gear still make new replacements)

IIRC, There was a Pinto listed 5.13 aftermarket axle

Some 9" Factory Ratios
2.47:1
2.75:1
3.00:1
3.25:1
3.50:1
3.55:1
3.70:1
3.80:1
3.89:1
3.91:1
4.11:1
4.30:1



BJBOZ wrote:I'm currently running a 3.2 Mustang non slip gears in my local 5 stud commercial diff installed in my round body. The good thing about the US stuff and the local Borg Warner diffs are that they are identical down to the threads on the bolts. The tallest gear set for Australian Falcons in '66 was 3.2, so the US gears of 2.83 will give it longer legs


BJBOZ wrote:Picked it up from the post office this afternoon.
I must say the gent I purchased it from in Indiana has been great to deal with. Prompt posting and he didn't ask for any more postage than what USPS charged him. $65 from US to OZ. ^::
You can see the family history of the three carriers. I dropped it into the diff housing to check. All good.
L to Right
'66 Ford OZ utility carrier ( originally 4.00 ratio)
'67 Mustang open carrier (2.83 ratio)
'65/66 Equa-lok carrier ( He supplied the longer bolts that hold the pinion gear than the standard bolts)


BJBOZ wrote:The equa lock carrier I have is 24 spline ( like all early 6 cylinder Falcons Comets and Mustangs) with 7.25" gears
Image
XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Re: 7 1/4 rear end options.

Post #18 by WallytheShark » Tue Sep 18, 2018 7:59 pm

Checked the tag- my '64 Ranchero has a 3.55 rear gear (I found a 2.83 to replace it with). I've put in a rebuilt 200 six to replace the 170- lots of pep with the current rear, but a highway screamer.
By the way, I also have a '71 Ranchero with a built 302- it has a stock 8" rear (someone commented that all the Rancheros came with 9" rears- nope, only if they had a big block or performance option). It has a 2.73 gear, but I'm replacing it with a 3.55 since I swapped an AOD tranny into it- more zip.

The baby Ranchero is making progress:
You do not have the required permissions to view the files attached to this post.
]W. Keith Lindsey
Blaine, WA
'64 Ford Ranchero Base w/200 ci, Phoenician Yellow
'71 Ford Ranchero 500 w/302 ci Calypso Coral
2003 Ford F-150 Lariat FX4 Supercab Blue
2015 Ford Fusion 2.0 Turbo AWD Blue

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chad
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Re: 7 1/4 rear end options.

Post #19 by chad » Tue Sep 18, 2018 9:15 pm

ck w/Yukon (as stated)
and
Grissley (can't spell, it's the bear's name).
Both R on-line.
"Big thing is only make one change at a time. Change 2 or more things at a time it becomes difficult to figure which change helped or hurt" turbo2256b » 1/16/2017
Chad - '70 LUEB on '77 frame (i.e. PS, D44, trapezoidal BB 9", 4.11), 250, NV 3550 & DSII to B transplanted, "T" D20/PTO, 2" SL, 1" BL, 4 discs, 33"X15", etc. Seeking: Hydraulic gear motor for Koenig pto. chrlsful@aol.com (413) 259-1749

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Re: 7 1/4 rear end options.

Post #20 by WallytheShark » Wed Oct 10, 2018 6:12 pm

Somewhat related- just finished putting in a new rear pumpkin in the '71 Ranchero pictured above with 3.50 gears in the original 8" housing. Made the 302 feel like it has another 100 hp. Got the rebuilt center section from Quick Performance $695.
Still debating the gear change on the '64.
]W. Keith Lindsey
Blaine, WA
'64 Ford Ranchero Base w/200 ci, Phoenician Yellow
'71 Ford Ranchero 500 w/302 ci Calypso Coral
2003 Ford F-150 Lariat FX4 Supercab Blue
2015 Ford Fusion 2.0 Turbo AWD Blue

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Re: 7 1/4 rear end options.

Post #21 by bubba22349 » Wed Oct 10, 2018 8:03 pm

Since your 1964 Ranchero has a three manual trans in It, this makes it a good candidate for the real easy T5 Trans swap. And since 5th is overdrive then your 3.55 rear gears would be the perfect ratio for that combo of parts. Good luck :thumbup: :nod:
A bad day Drag Racing is still better than a good day at work!

I am still hunting for a project car to build but with my current low budget it's not looking so good. My Ex- Fleet of Sixes these are all long gone! :bang: 1954 Customline 223 3 speed with O/D, 1963 Fairlane project drag car with BB6, 1977 Maverick 250 with C4, 1994 F-150 a 300 with 5 speed.

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chad
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'chero WB length

Post #22 by chad » Wed Oct 10, 2018 9:11 pm

WallyTS - is that '71 the same shortie as the square'n round bodies (109 inch, 2nd generation)?
Something makes it look as short (almost fox-bodied!).
"Big thing is only make one change at a time. Change 2 or more things at a time it becomes difficult to figure which change helped or hurt" turbo2256b » 1/16/2017
Chad - '70 LUEB on '77 frame (i.e. PS, D44, trapezoidal BB 9", 4.11), 250, NV 3550 & DSII to B transplanted, "T" D20/PTO, 2" SL, 1" BL, 4 discs, 33"X15", etc. Seeking: Hydraulic gear motor for Koenig pto. chrlsful@aol.com (413) 259-1749

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62Cometman
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Joined: Sun Mar 22, 2015 2:41 pm
Location: Lincoln, NE

Re: 7 1/4 rear end options.

Post #23 by 62Cometman » Thu Oct 11, 2018 4:07 pm

since i last posted here i switch to the dagenham 4 speed as well as swap to a 2.83 rear gear and it turns 2500-2600 at 70 being a 4 speed it adds that extra gear so driving really isnt that bad im positive if i still had the 3 speed it would feel absolutely gutless but im also barley making 60 hp if even that with my little 170
1962 Mercury Comet 170 ci, Dagenham Trans, 2.83:1 7.25 rear.
She ain't fast but she's fun. 8)

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