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2000 Ford Ranger Supercab - axle - Photo 17505093

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  • The rear suspension was lifted using replacement leaf spring packs and a pair of custom-valved Bilstein monotube shocks. Like the front, the rear suspension works well. The photo shows the 8.8 rearend in scratchy-close quarters with the boulder beneath as a result of a sinking sun and the author's dubious spotting skills. Matt backed up and we successfully found a better line.
The rear suspension was lifted using replacement leaf spring packs and a pair of custom-valved Bilstein monotube shocks. Like the front, the rear suspension works well. The photo shows the 8.8 rearend in scratchy-close quarters with the boulder beneath as a result of a sinking sun and the author's dubious spotting skills. Matt backed up and we successfully found a better line.
0904 4wd 01 z+2000 ford ranger supercab+front driverside angle 0904 4wd 01 z+2000 ford ranger supercab+front driverside angle A supplemental grille guard leads the way in front of the bumper. As with the rock sliders and bed rack, it's a one-off creation. The guard, crafted in 1-1/2-inch, .120-wall mild steel with 1-1/4-inch-diameter gussets, is tied into the factory tow hooks so it can be bolted on and off as needed. A pair of Lightforce HID's are searingly bright, even deep in the tree-lined woods. The elusive sliders proved worth the search and hassle. They bolt both to the frame and to the strengthening ribs under the cab floor. Thanks to these sliders, the Ranger's rocker panels remain wrinkle-free. These 33x10.5 BFG Mud-Terrain T/A tires on 15-inch steel wheels provide good traction and maintain decent fuel economy thanks to low rolling resistance and low rotating weight. The 3.0L V-6 under the hood isn't a noted powerhouse, so keeping the drivetrain's stress level to a minimum was a priority. The stock 4.10:1 axle gears are a bit tall for these tires, but an automatic transmission still allows respectable control at crawling speeds. Front and rear differentials are still open, but Matt may add a locker or a limited slip to the rear axle when funds allow. A swap to 4.56 or 4.88 axle gears will likely be a part of that same operation. You're not going to find this rack listed in a catalog. It's a custom creation that began in Matt's mind, continued on into a CAD file, and ended up in metal. Although it rests on top of the bed rails, the rack is chiefly supported via brackets bolted to the vertical steel panels on the inside of the bed. Tying the load to the vertical panels puts the load in sheer, rather than in bending: a stronger support system. With the shovel, the spare tire, and the Hi-lift jack secured on top, there's plenty of room beneath for camping gear and tools. Metal-to-metal creaking noises are obnoxious, so Matt's bed rack design incorporates several urethane bushing mounts. The bushing mounts can also function as hinges, so the top frame of the rack can be pivoted upward or even removed when the situation calls for it. The rear suspension was lifted using replacement leaf spring packs and a pair of custom-valved Bilstein monotube shocks. Like the front, the rear suspension works well. The photo shows the 8.8 rearend in scratchy-close quarters with the boulder beneath as a result of a sinking sun and the author's dubious spotting skills. Matt backed up and we successfully found a better line. RCD Suspension's 5-1/2-inch lift kit performs surprisingly well on the trail. While travel is the same as stock, it's much better controlled thanks to replacement Bilstein coilovers. Cast iron replacement knuckles allow the stock upper control arms to remain in place, and a drop cradle for the stock lower control arms completes the height adjustment.
A Garmin GPS and a Cobra CB add location information and inter-rig communication to an otherwise stock interior. This rig remains a comfortable daily driver when it's not out playing on the trails of Arizona. The suspension can flex further than this photo shows. With the front sway bar still connected, the rear suspension provides most of the available articulation. A front sway bar disconnect might be added some time for more balanced suspension flex. The truck's 125-inch wheelbase can be cumbersome on tight, twisty sections, but it's a tremendous asset during steep climbs and descents. Sedona's Broken Arrow trail is challenging because it's both scenic and technical. The scenery draws your attention away from the trail, and then the tight turns, ledges, and rocks take your attention back. If you're 'wheeling in Sedona consider Broken Arrow a must-do. Matt spots yours truly through ever-darkening Martin Canyon near the end of the Smiley Rock trail near Jerome, Arizona. Without sliders on our 4Runner, we were afraid for our rocker panels. Competent spotting got us through this rock field unscathed.
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