Ranger 2007 Maxiom 2.

8Hs Powerstroke

Motor: Elaion SJ SAE 15W40, capacidad 6,5 litros. (yo uso hace mucho el XV-300 con excelentes resultados)

Caja Mazda: ATF MERCON II /XT/2/QDX, capacidad 2,65 litros.

Caja Eaton: ATF sintetico MERCON III R/MERCON/3/ capacidad 3 litros.

Caja de transferencia: ATF sintetico MERCON III R/MERCON/3/ capacidad 1,1 litros.

Dif. delantero: SAE 80W (GL4) capacidad 1,4 litros.

Dif. trasero DANA 44.3 convencional: Sae 75W90 (GL5) capacidad 1,6 litros.

Dif. trasero DANA 44.3 autoblocante: Sae 75W90 (GL5) mas 5% de aditivo modificador de fricción, capacidad

1,52 litros de aceite mas 0,08 de aditivo.

The Ford Ranger 4WD System

4-Wheel Drive (4WD) Explained:

In a typical 2-Wheel Drive (2WD) Ford Ranger, the power from the engine is sent through the transmission, and
is connected to the rear axle by a driveshaft. With 4WD, a transfer case is bolted to the rear of the
transmission, and driveshafts connect the front and rear axle to the transfer case.

When the Ranger is in 2WD, the power is transmitted to the rear axle. When the Ranger is in 4WD, the transfer
case splits the power between the front and rear axles. The front axle uses a locking hub (1983-2000) to lock
(connect) the front wheels to the axleshafts. If these hubs are not locked, the wheel will not receive power from
the axle.

Note: the 2001-2011 4WD Ford Ranger has a live front axle. What that means is that the front wheels are
permanently connected to the front axle, and do not use a locking hub.
Misconceptions: Some believe that when you activate the 4WD, power is sent to all (4) wheels. I can see
where people get that idea….from the name. At the very basic models, power is only sent to one of the rear
wheels, and one of the front wheels when in 4WD. If the model is equipped with a limited-slip axle (differential),
then when one wheel spins due to a lack of traction, the differential will automatically provide torque to the
other wheel with traction. To get all (4) wheels turning requires a locking differential, which is a whole other
article.

Now that you know what it is, let‟s talk about how it works in your Ford Ranger:

1983-1988 Ford Ranger 4×4:

The 1983-1988 Ford Ranger uses a Twin Traction Beam (TTB) front axle (Dana 28 TTB) for an independent
front suspension.
The photo below shows the 4WD Ranger front suspension, and the driver and passenger TTB axle beam. The
end of the beam has a bushing in it, and bolts in to a suspension bracket on the trucks frame. This allows the
axle beams to pivot independent of each other.
 (Dana 28 TTB 4WD Front Axle / Suspension)

It‟s not labelled, but you can see the front locking hub on the brake rotor. The locking hub slides over the same
wheel studs that your wheels bolt to, and is sandwiched between the wheel and the brake rotor.

The transfer case is engaged by a lever on the floor (the one on the left):

The transfer case knob has the transfer cases shift pattern printed on it.
 (Ford Ranger transfer case)

Below is a front locking hub for a Ford Ranger. If you look closely, you can see that the hub has the words
LOCK and FREE cast in to it. The knob in the center of the hub has an arrow to indicate if it‟s in the FREE or
LOCK position. When the hub is turned to the LOCK position, it pushes a splined collar onto the end of the axle
shaft, connecting the hub and axle together. Since the hub is mounted to the wheel studs (remember, it‟s
sandwiched between the wheel and the brake rotor), it transfers the power from the axle to the wheel through
the locking hubs body. If you‟ve ever seen one of these break offroad, this is why the cylinder part of the hub is
busted off of its round base.
In 1986, Ford came out with “Shift on The Fly” and offered an electric shift transfer case.
 (Ford Ranger electronically shifted transfer case – note the black shift motor)

Instead of manually pulling a lever and engaging the transfer case, the operator just needed to push a button
on the “Touch Drive”:
Since the “Touch Drive” was an after thought, there wasn‟t any place to mount the switch module in the
Ranger‟s dash, so Ford mounted it in an overhead console above the rear view mirror:
When you pushed the button on the “Touch Drive”, it sent a signal to a shift control module mounted under the
dash. The module then sent a signal to the shift motor mounted on the rear of the transfer case, which engaged
the transfer case.

Note: The shift control module receives speed input from a speed sensor on the vehicle. It does not allow the
transfer case to shift into 4WD if it is moving to fast, or in to 4WD Low Range if it isn‟t stopped. Additionally, the
transfer case will not go in to 4WD Low Range (4LO) unless it is in 4WD first.

(Ford Ranger transfer case electronic shift module)

Ford still offered the manual transfer case as well as the electronic shift transfer case. The automatic shift
transfer cases aren‟t as common in the 1986-1988 Ford Ranger as the manual shift transfer cases.
Below is an automatic locking hub for a Ford Ranger. You‟ll see that there isn‟t a knob on the end of it. The
spring-loaded hub automatically engages on the fly when the transfer case is shifted from 2WD into 4WD. The
application of torque to the axle causes the splined collar inside the hub to slide on to the splined axle and lock.
Just like the manual hub, it then transfer power to the wheels, since it‟s bolted on to the wheel stubs behind the
wheel.

1989-1994 Ford Ranger 4×4:

The Ford Ranger‟s 4WD system shared the same basic operation from 1983 through 1994. However, the
Ranger received a larger front axle (Dana 35 TTB), and a slightly different transfer case.
Additionally, the transfer case electronic shift module would be mounted in different locations. But to the
average user, the only visual change was in the “Push Button 4WD” buttons.

1989 saw a new dash design in the Ford Ranger, and the new design allowed for a place to mount the 4WD
shift buttons. This meant they were now mounted in the dash, instead of in an overhead console.
The manually shifted transfer case was still available during these years.

1995-1997 Ford Ranger 4×4:

Again, the only real change in the 4WD system came from another dashboard redesign. With the new design,
the “push button” 4WD was replaced with a knob switch mounted in the bezel that surrounded the radio.
1997 would be the last year that you could get a manual 4WD transfer case in a base model Ranger.
1998-2011 Ford Ranger 4×4:
The big change in the 4WD for 1998 was a redesigned front suspension/axle setup. The Ford Ranger switched
from the TTB independent front suspension, to a Short arm Long Arm (SLA) suspension (Dana 35 SLA).
Another change was the introduction of Pulse Vacuum (PVH) Hubs. When the truck was switched in to 4WD, a
signal was sent to the transfer case control module, which shifted the transfer case, but also sent a signal to a
vacuum solenoid under the hood. The vacuum solenoid then used engine vacuum (suction) to activate the front
locking hubs.
(4WD Vacuum Solenoid)

(Pulse Vacuum Hub)

This design was only used from 1998-2000. From 2001-2011, the Ford Ranger used a „Live Axle‟ setup, which
simply meant that the front wheel spindle was permanently connected to the front axle, and could not be
unlocked.

1997 was the last year that a manual transfer case was available in a base model Ford Ranger. Ford re-
introduced a manual transfer case in the 2002-2003 FX4 level II equipped Ford Ranger, and only came with the
manual transmission.
(Ford Ranger FX4 Manual Transfer Case Lever – Manual Transmission)
Dana 44 Knuckle Swap On To Dana 35

Written By Todd (Forum Member)

Part numbers for upper and lower Dana 44 ball joints. Also a set of off set 44 alignment cams are needed.

First the proper ream must be obtained to re taper the lower ball joint mounting location as well as ream the 44 knuckle from the top of the steering arm as to mount the tie rod ends as they where in a 35. The 44
mounts from the bottom of the steering arm and the 35 from the top, thus it must be reamed from the top. I borrowed these from a friend.

To measure depth of cut bottom the ream into a 44 lower ball joint taper. Then mark the depth with tape, this is then the depth you will need to ream the 35 beam. During the cutting operation slow speed with
constant pressure works best. Don‟t spin the ream fast, it will cut very poorly. Also very liberal amounts of cutting lubricant should be used. 90 weight gear oil works very well. Check often when you start getting
close to the depth of cut mark. Stop reaming and test fit the lower ball joint. The margin of error is slim, if not enough is taken out the ball joint will not fit. If to much then the press fit can not be obtained. By test
fitting often you can better gauge how much more needs to be taken out.

Depth of cut measurement on 44 beam.

Un reamed 35 beam
Reamed 35 beam
44 lower ball joint in reamed 35 beam
44 upper ball joint and alignment cam in 35 beam
The reaming process, slow and steady.
The same procedure is used in reaming the steering arm. Caution should be taken as the steering arm is cast steel and the lower ball joint mount is harder steel. So reaming the steering arm takes less force, the
material is easier to remove.

To accommodate the 44 upper ball joint inside the 35 beam some material must be removed from the inside of the beam. Depth of cut is easy to see from the pictures. Basically the thinner layer is ground off
flush.
Clearance 35 beam
Unclearance 35 beam
Side by side
 Clearance process, notice the layer that is ground off.

After this was done I ran a few beads of weld around the upper ball joint pinch to retain strength. Although Im not sure if it was really necessary.

Now the lower ball joint is installed and torque to spec. Without the 44 alignment cam in place move the knuckle from lock to lock in different orientations of the upper ball joint. This is to see in what orientation of
the upper ball joint causes the most interference with the 35 beam. Then mark and clearance the 35 beam. Not much material needs to be removed to accomplish this.
Interference of 44 knuckle on 35 beam
Interference of 44 knuckle on 35 beam
Clearance of 35 beam
Clearance of 35 beam
After this is complete the beams can be installed into the truck. Set the toe, caster and camber, caster and camber done just as would be done on the 35 with the top alignment cam. Once alignment is complete
the upper ball joint nut is torque to spec taking special care as the alignment cam is not spun. Then the pinch bolt is torque to spec. The procedure for the upper ball joint differs from that of the 35 as the 35 upper
ball joint does not have a taper, the pinch bolt holds the upper in the cam. While the 44 upper does have a taper. So the upper ball joint nut presses the ball joint stud into the 44 alignment cam retained a press fit.
Then the pinch blot holds the alignment cam thus retaining the upper ball joint.

Assembled without upper ball joint nut or pinch bolt in place.

The following setup is just like any other 44 after the knuckle is bolted up. 35 brake lines also bolt up to 44 calipers.
 Rollin on 44 outers

Why I did it:

I already had a lot of time in fabbing up my own lift for the 35, and have it tuned how I want it. But I kept on blowing warn hubs and didn‟t want to buy Warn Jeep hubs as I knew I could do the knuckle swap for
cheaper. The main key thing here is the axle benefits of the 35/44 hybrid. So you have ½ ton outers meaning you have better hubs, wheel bearing spacing, larger rotors and calipers then on the 35.

Shaft wise, the Dana 44 stub shafts are larger than the stub shafts on a Dana 35. It‟s interesting to note, that the Dana 44 shafts have a neck-down on them that tapers down to 1.09″ inches. The smallest point on
the Dana 35 shafts is 1.16″ inches where it tapers down to go in to the carrier. The only shaft on a Dana 35 that is smaller than the neck-down on the Dana 44, is the Dana 35 stub shaft, which is 1.0625″ inches.
Therefore, swapping the Dana 44 stub shaft on to a Dana 35 will actually result in a axle assembly with larger axles than the Dana 44.
Also this was WAY faster and cheaper then doing a SAS.

Additional Notes:
The Knuckles I used where 1984-1986 I believe. Just about any TTB 44 knuckles should work.

The only special tool need is the ream. The ream used is 1-1/2” taper per foot.

The Dana 44 stub shafts use the same u joint as Dana 35 so shaft assembly is just like a 35 shaft but with the 44 stub in place of the 35 stub.

The stock brake master cylinder works fine with the 44 calipers. So it does not need to be replaced but could be if you see fit

Dana 28 TTB / Dana 35 TTB Specifications

(Dana 35 Above / Dana 28 Below)

Ford Rangers appeared with a reverse cut Dana 28 TTB (Twin Traction Beam) 4WD
front axle in 1983. In 1990, Ford Introduced a 4.0L V6 to its engine lineup, and along
came the larger Dana 35 axle to handle the increase in power. The Dana 28 didn't
completely go away though. A version of it found its way in to the 1990-1997 Ford
Aerostar AWD mini-vans. It also found it's way back in to the 4-cylinder (and some
3.0L V6) Ford Rangers from 1993-1997. The 1993-1997 Rangers can be deceiving.
Some owners believe they automatically have a Dana 35 because they have a 1990 or
newer Ford Ranger. Although their 1993-1997 4-cylinder Ranger may look like it has
a Dana 35, it may really be a Dana 35 axle beam using a special housing, and Dana
28 components.

In 1998, the Ford Ranger went to a Dana 35 SLA front axle. The Dana 35 SLA
switched from a reverse rotation gear to standard rotation gear. The gears in a 1997
and older Ranger/Explorer will not work in the 1998 and newer Rangers.

Specification Dana 28 Dana 35

Width (Wheel Mount
58 Inches 59.5 Inches
Surface - Surface)
Ring Gear Diameter 6.625 Inches 7.56 Inches
Ring Gear Bolts (8) 3/8" x 24 RH
Pinion Stem 1.312 Inch 1.406 Inch
None (All D35 TTB gears
Carrier Breaks 3.73 & up, 3.45 & down use the "Hi-Ratio" (3.55 &
up) carrier, regardless of
 ratio)
Axle Shaft Diameter /
1.00 / 23 1.16" / 27
Spline
12 Bolt Pattern On Front 10 Bolt Pattern On Front
Bolt Pattern
Of Axle Of Axle
Factory Ratios 3.08, 3.45, 3.73, 4.10 3.27, 3.55, 3.73, 4.10
Aftermarket Ratios 4.56, 5.13 (Discontinued) 4.56, 4.88 5.13
U-Joints 5-456x (1210 Series) 5-297x (stock), 5-760x
Max Tire Diameter 35 Inches (TTB), 33
31 Inches
Rating Inches (SLA IFS)
15 - 25 In Lbs (new
10 - 13 In Lbs (new) 6 -
Pinion Bearing Preload bearings) 6 - 8 In Lbs
8 In Lbs (used)
(used)
Backlash 0.005-0.008 Inches 0.005-0.008 Inches
Ring Gear Bolt Torque 55 Lbs Foot 70-90 Lbs Ft
Carrier Bearing Cap
30-45 Lbs Foot 47-67 Lbs Ft
Torque
140 - 500 lbs-ft Foot 170 - 500 lbs-ft (crush
Pinion Nut Torque
(crush sleeve) sleeve)
2 Quarts Hypoid Gear 3 Quarts Hypoid Gear
Fluid Lubicant SAE 80W or Lubicant SAE 80W or
90W 90W
Exploded Views & Part
Click HERE Click HERE
Numbers
Resource - Randy's Ring & Pinion

The below photos show the visual differences between the Dana 28 and Dana 35.

Click Photos For Larger Image

Dana 35 TTB Axle Beam Differences:

The 1983-1994 front brake is a single piston caliper with slide pins. In 1995
the caliper was upgraded to a dual piston (2-piston) caliper and the rotor was
upgraded to 1.023 inches thick. The caliper bolts to the steering knuckle and
does not use slide pins.

The 1983-1988 axle beams are different than the 1989-1997 beams. In
1989, Ford moved the ball joints from the beam to the steering knuckle. So
you can not swap the 1995-1997 steering knuckles on to these beams. The
dual piston calipers will only fit the 1995-1997 steering knuckles, and those
knuckles can only be swapped on to the 1989-1994 beams. So if you have a
1983-1988, you‟ll need to swap in a 1989-1994 beam, or swap in a 1995-
1997 beam with the dual piston calipers.

For more information about the front brakes and brake upgrades, check out
„Ford Ranger Brake Upgrades„.

Dana Axle Labels:

Your front axle may have a code stamped on the left carrier arm between the fill plug
and axle end. It will look like 'F17A' or similar. What this code represents is;

E = 1980's
F = 1990's
1 = Last digit of year
7 = Ranger
A = Light Truck Engineering
(For more information on breaking down codes, click HERE.

Since the Dana 28's were built in the 1980's, their code will start with an 'E' where as
the Dana 35's were built in the 1990's and will start with an 'F'. The above mentioned
code would indicate that the axle was a Ranger axle built in 1991.

There is a manufacturers label on the back side of the right axle beam that lists the
year manufactured and gear ratio.
If you look at the top left of this sticker, you can see 610366 which identifies this as a:

610366 FORD 35 FRONT 1990 1/2-92 1/2 EXPLORER

The second box from top right identifies it as having 3.73 gears.

These stickers are on the back side of the passenger side axle beam.

Axle Shaft Comparison:

Here is a picture of a Dana 28 & Dana 35 driver side axle shaft with the dimensions
shown.
Spindle Comparisons:

Here's a picture of a Dana 35 (Left) and Dana 28 (Right) spindle with dimensions
shown.

Dana 35 Hybrid / Dana 35 Identification & Comparison:

 The Dana 35 ~vs~ Dana 35 Hybrid Identification
Dana 35 Hybrid Dana 35

(Click For Larger View)

In the above (2) photos on the left it shows a Dana 35 hybrid that houses the Dana
28 carrier/gears. Note that the housing has a smooth surface. In the (2) photo's on
the right you'll see a true Dana 35 differential. Note how the case in the far right
photo is ribbed for strength.

The easiest way to check to see if your Dana 35, has Dana 28 "Guts", is to pull the fill
plug out from the front. If you can see the main cap, you have the Dana 28 guts
(Sorry!). If you can see the end of the carrier, you have "The Real Thing". If you
click on the photos above of the carriers internals you'll see a red dot. This marks the
location of what you will see through the "Plug".
 Note that the Dana 35 Hybrid has a smooth bottom

Ranger 4WD Front Axle 'Build of Material' Numbers:

610171 FORD DANA 28 FRONT 1983-1984 RANGER

610223 FORD DANA 28 FRONT 1984 1/2-1985 RANGER/BRONCO II
610249 FORD DANA 28 FRONT 1986-87 RANGER/BRONCO II
610298 FORD DANA 28 FRONT 1987 1/2 RANGER/BRONCO II
610300 FORD DANA 35 FRONT 1990 RANGER/BRONCO II
610307 FORD DANA 28 FRONT 1988-1989 RANGER/BRONCO II
610365 FORD DANA 35 FRONT 1990 1/2-92 1/2 RANGER/BRONCO II
610366 FORD DANA 35 FRONT 1990 1/2-92 1/2 EXPLORER
610410 FORD DANA 35 FRONT 1993-1994 1/2 EXPLORER ABS
610418 FORD DANA 28 FRONT 1993-1994 1/2 RANGER (Hybrid axle)
610419 FORD DANA 35 FRONT 1993-1994 1/2 RANGER
610436 FORD DANA 35 FRONT 1992 1/2 RANGER
610437 FORD DANA 35 FRONT 1992 1/2 EXPLORER
1995 EXPLORER - DISCONNECT (SLA
610476 FORD DANA 35 FRONT
IFS)
610483 FORD DANA 35 FRONT 1995-1997 1/2 RANGER ABS
1995-1997 1/2 RANGER ABS (Hybrid
610484 FORD DANA 28 FRONT
axle)
1998 EXPLORER - NON DISCONNECT
610556 FORD DANA 35 FRONT
(SLA IFS)
 1995-1996 EXPLORER - DISCONNECT
610581 FORD DANA 35 FRONT
(SLA IFS)
1995-1996 EXPLORER - DISCONNECT
610582 FORD DANA 35 FRONT
(SLA IFS)
1996 EXPLORER - NON DISCONNECT
610585 FORD DANA 35 FRONT
(SLA IFS)
1996 EXPLORER - NON DISCONNECT
610586 FORD DANA 35 FRONT
(SLA IFS)
1998-1998 1/2 EXPLORER - NON-
610642 FORD DANA 35 FRONT
DISCONNECT (SLA IFS)
1998-1998 1/2 EXPLORER - NON-
610643 FORD DANA 35 FRONT
DISCONNECT (SLA IFS)
1997 1/2 EXPLORER - NON-
610644 FORD DANA 35 FRONT
DISCONNECT (SLA IFS)
1998-1998 1/2 EXPLORER - NON-
610645 FORD DANA 35 FRONT
DISCONNECT (SLA IFS)
610652 FORD DANA 35 FRONT 1997-1997 1/2 RANGER
610653 FORD DANA 28 FRONT 1997 RANGER NON ABS (Hybrid Axle)
1999 EXPLORER - NON-DISCONNECT
610774 FORD DANA 35 FRONT
(SLA IFS)

From the above, we can see BOM #s:

 610418
 610484
 610653

Are the Dana 35 "hybrid" axles with the Dana 28 guts.

This number can be found at the top-left of the label located on the backside of the
passenger side axle beam. For SLA axles, it will be on the passenger side axle tube

Upgrades:

If you have the Dana 28 there isn't much available to upgrade your axle. Powertrax
makes the Lock-Rite locker for the Dana 28 and Precision Gear makes gears up to a
4.56 ratio.

If you have the Dana 35, you have a few more options:

Manual Hubs - You can upgrade to a set of Warn manual Jeep hubs for the Dana
35. Click HERE for more info.

C-Clip Eliminator - The c-clip that holds the axle in the passenger side of the
differential can be eliminated (required for some lockers, and also makes shaft
replacement on the trail much easier). Click HERE for more info.
Dana 44 Knuckle Swap - This swap involves replace the Dana 35 steering knuckles
with knuckles from a Dana 44 and using the bigger brakes, hubs, etc. The main key
thing here is the axle benefits of the 35/44 hybrid. You'll have 1/2 ton outers meaning
you have better hubs, wheel bearing spacing and larger rotors and calipers then on
the Dana 35.

Shaft wise, the Dana 44 stub shafts are larger than the stub shafts on a Dana 35. It's
interesting to note, that the Dana 44 shafts have a neck-down on them that tapers
down to 1.09" inches. The smallest point on the Dana 35 shafts is 1.16" inches where
it tapers down to go in to the carrier. The only shaft on a Dana 35 that is smaller than
the neck-down on the Dana 44, is the Dana 35 stub shaft, which is 1.0625" inches.
Therefore, swapping the Dana 44 stub shaft on to a Dana 35 will actually result in a
axle assembly with larger axles than the Dana 44.

The image above and below shows where the Dana 44 TTB axle shafts taper down
to 1.09" inches. That's smaller than the Dana 35 shafts.
To see how to do this swap click HERE. The hubs will be a 5 on 5.5 wheel pattern
which means you'll need adapters for the rear axle so you have the same wheel bolt
pattern on all (4) wheels.

Steering Upgrades - Superlift makes a Superrunner steering kit that replaces the
stock steering. It has virtually equal length arms to eliminate the bumpsteer.

30 Spline Axles - PowerTrax has developed a special Lock-Rite locker, available

only from Superior Axle & Gear (888-522-2953) for the rear Dana 35 that installs in
the stock Ranger Dana 35 carrier and accepts a 30-spline axle. Detroit Locker also
offers a 30-spline locker for the rear Dana 35. They were originally designed as an
upgrade for the Jeep Dana 35-C rear axle to accept Superior Axles 30-spline axle
kit. The Dana 44 TTB has 30-spline inner axle shafts that will fit in this locker. The
shafts are too long and will need to be cut down. Currie Enterprises (714-528-6957)
can do this and says that the axle housing may need machined to accept larger
differential seals. The Dana 44 TTB uses a different outer Knuckle and brake design
and it's outer stub axles can't be used. You will need to use the stub axles from a
1991 and up 4.0-Liter Explorer which has the same U-Joints as the Dana 44. This
will allow the use of the factory knuckles, brakes, and locking hubs. The larger axle
shafts will give you a 30% increase in strength.

ARB now offers P/N RD105 and Detroit Locker offers P/N 162C66A 30-spline lockers
for Dana 35's.

U-Joint Snap Ring Upgrade - Click HERE to see an article on a snap ring upgrade.

Skid Plate - DynaTrac (714-898-5228) manufactures a skid plate that bolts on to the
Ranger TTB front axle using the factory carrier bolts. It's designed to protect the axle
from impacts without losing ground clearance.

Replacement Shafts - Jeff Bronco Graveyard carries replacement axle shafts for the
Dana 35 HERE.

Things To Watch:

Bearings - Ranger TTB axles are known for bearing problems (particularly when
using wide-offset wheels). You should keep a close watch on your wheel bearings to
make sure they haven't loosened up or become damaged from overheating. If you
wheel your Ranger and carry spare parts you'll probably want to carry a spare hub
and wheel bearings. The stock hubs are prone to break from hard wheeling and the
wheel bearings could go out on you somewhere between the trail and home due to
debris, heat and working their way loose. Loosening of the bearings can be
minimized by torquing the outer bearing locknut to 225 ft-lbs instead of the book spec
of 150.

TTB Axle beams - A few cases of cracked beams have been reported right at the
end of the welds on the backside of the passengerside beam with prolonged hard
offroad use. If you use your truck hard (such as rockcrawling), some reinforcement in
this area (I.E., boxing up the open backside of the beam) can improve it's durability
here. Also, NEVER run with a missing pinch bolt behind the radius arm on the
driverside axle beam. Cracking of the beam around the lower radius arm bolt hole
can result if you do.

The Whole Front Assembly:

(Dana 28 front axle beams, radius arms, and crossmember)
Ford Ranger 4×4 Front Axle: 1998-2011

The Ford Ranger 4×4 received a new SLA (Short arm Long Arm) suspension in 1998, and used that suspension until its production end in 2011.

Unlike the reverse rotation Dana 35 used from 1990-1997, the Dana 35 SLA is a standard rotation axle. This means that the gears from a 1990-1997 Dana 35 will not work in a 1998-2011 Ford Ranger.

The 1995-2001 Ford Explorer 4×4 also used the Dana 35 SLA front axle.

The 1998-2011 Ford Ranger Dana 35 is offset on the drivers side and uses an intermediate shaft similar to the Dana 35 used in previous years, but is not attached to the axle beam as in previous years. Instead,
the Dana 35 is fixed in place between the frame rails with (3) bolts. Instead of axle beams, it uses a long arm / short arm setup and CV (Constant Velocity) shafts:

Dana 35 Front Left CV Axle Shaft

Dana 35 Front Right CV Axle Shaft

(Note that the left side has a sleeve for the Dana 35 intermediate shaft to slide in to.)
Manual Lockout Hubs:
The 1998-2011 Ford Ranger Dana 35 DOES NOT come with manual hubs. The 1998-2000 model had PVH hubs (Pulse Vacuum Hubs), but from 2001-2011, it was a live axle setup. The front axle shafts from
2001-2011 are permanently locked to the front differential. There is a manual lockout hub available as an upgrade to the PVH Hub setup, but the only way to install manual hubs on a 2001-2011 Ranger would be
to swap in the axles and hubs from a 1998-2000 Ford Ranger 4×4.

There are several articles in our „Axle Section‟ under „Locking Hubs‟ that deal with the PVH hubs and possible modifications & upgrades.

(2001-2011 Ford Ranger Dana 35 Live Axle – No Hub)

(1998-2000 Ford Ranger Dana 35 PVH Hub)

Specifications:

Specification Dana 35 SLA (Standard Rotation)

Ring Gear Diameter 7.562 Inches

Ring Gear Bolts (8) 3/8″ x 24 RH

Pinion Stem 1.406″

Carrier Breaks 3.45 Higher / 3.73 Lower

Axle Shaft Diameter / Spline 1.125″ / 27

Diff Cover Bolts 10

Factory Ratios 3.73, 4.10

Aftermarket Ratios 3.55, 3.73, 4.10, 4.56, 4.88

Max Tire Diameter Rating 33 Inches

Pinion Bearing Preload 12-16 In Lbs (new) 6-7 In Lbs (used)

Backlash .006 – .010 Inches

Ring Gear Torque 55 Lbs Foot

Carrier Bearing Cap Torque 55 Lbs Foot

Pinion Nut Torque 170-500 Lbs Foot (crush sleeve)

Fluid Capacity 3.25 pts

Identification Label:
The front differential housing will have a label on the bottom of it:

The label is similar to the one found on the Dana 35 TTB Axle beams of the 1990-1997 Ford Ranger:
The sticker will list the gear ratio across the top (second from the right). If you look closely, you can see that this sticker indicates a 3.55 gear ratio (this sticker is from an Explorer Dana 35). Below the yellow
section, you will see „F87A‟. That breaks down as:

F = 1990‟s

8 = Last number in the year.

A = Ranger/Explorer

So this sticker came off of a 1998 Explorer/Ranger with a 3.55 gear ratio.

For more information on decoding Ford Part Numbers, click HERE.

Diagram:

Item Description Item Description

1 Differential housing 21 Inner pinion bearing cup

2 Vent tube 22 Differential case

Differential drive outer pinion bearing

3 23 Differential ring gear and pinion
cup

4 Outer pinion bearing 24 Differential pinion shaft roll pin

Front axle drive pinion shaft oil

5 25 Differential ring gear bolt (8 required)
slinger

6 Pinion seal 26 Differential housing cover

7 Drive pinion oil seal deflector 27 Differential cover bolts (10 required)

8 Pinion flange 28 Differential bearing cap

9 Pinion nut washer 29 Differential preload/backlash shim

Differential bearing cap bolt (4

10 Pinion nut 30
required)

11 Bushing (3 required) 31 Differential bearings

12 Axle to frame bracket 32 Differential bearing cup

Axle bracket to housing bolt (3

13 33 Differential pinion shaft
required)

14 Fill plug 34 Differential pinion thrust washers

15 Stub shaft oil seal 35 Differential side gear thrust washers

16 Stub shaft bearing 36 Differential side gears

17 Oil restrictor plate (baffle) 37 Differential pinion gears

18 Collapsible spacer 38 Axle intermediate shaft

19 Pinion position shim 39 Axle circlip

20 Inner pinion bearing

For a better breakdown and part numbers, click HERE (starts on page 11)

Ranger Dana 35 SLA VS Ford Explorer Dana 35 SLA:

The Ford Explorer received the Dana 35 SLA (often referred to as a Dana 35 IFS) in 1995, and used this axle until 2001. While some believe the Dana 35 is the only axle used in the front of the Explorer, it
actually received a Dana 30 starting in 2002. Click HERE for information on the Dana 30 Version.

The 1995-1996 Ford Explorer uses a vacuum disconnect system on the axle – which should not be confused with the PVH vacuum hubs on the 1998-2000 Ford Ranger. The axle disconnect on the Explorer relies
on engine vacuum, control valves and an electrical current to activate/de-activate it. This means you can‟t just install a Dana 35 housing from a 1995-1996 Ford Explorer in your 1998 and newer Ford Ranger.
 (1995-1996 Ford Explorer Dana 35 Housing With Axle Disconnect)

(Axle Disconnect Diagram)

Greasing The Hub:

Some people grease the live axle front hubs on their 2001-2011 Ford Ranger by removing the abs sensor, and pumping grease in to the hole.