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Jeep Cherokee Ford 8.8 Rear Axle Swap - Project Ain't It Grander

Axle Parts
Willie Worthy | Writer
Posted March 1, 2008

Part 4: Swapping a Ford 8.8 rear axle

Last month, we presented T&T Customs' very nice long-arm suspension system, and we then headed off to Moab where we gave it a "trial by trail" evaluation.

Here is all the "stuff" off the ZJ that we discarded in favor of the Ford 8.8 and T&T Customs suspension pieces.

It passed-in fact, it did better than we anticipated. The front axle needed to be shifted a bit to the left to center it, and more caster angle added to improve pavement tracking, but otherwise we were pretty dead on. Low-speed wheel articulation was outstanding, even with our Addco sway bars hooked up. However, after three days of trails, the stiffener bar overloaded our connecting links, and they bent into snakelike shapes to the point where they had to be disconnected for the remainder of our week. (Yes, we have since replaced them with some new stronger tubular ones.) Dry sandy washes and dirt roads were a flat-out blast to run at speed as there was just the proper amount of tail-end oversteer to let us power through a controlled drift.

We're still working on some pavement tracking and roll steer issues that hopefully we will soon solve. We will be sure to give you a year-end update on our final conclusions.

Something to keep in mind is that the long-arm kit from T&T Customs is at the top end of suspension systems in quality, ride quality, usability and, unfortunately, price. This is not the suspension for the guy who just wants to raise his vehicle to obtain the "cool off-road-ready" look. It's designed for the hard-core user who wants the very best. The detail and precision of all the bracketry is, in a single word, outstanding. Professional welding skills are definitely needed to do the installation.

This is what the Ford 8.8 rearend looked like after it was taken from the donor Explorer.

Now, let's jump back a few months to the drivetrain modifications and start with the rear axle. We weren't quite sure what we wanted to do in the rear. Yes, the Grand came equipped with a Dana 44. But here was the problem: it's a hybrid 44 with an aluminum centersection, weak axletubes, C-clip drive axles, and no aftermarket support. Only two gear ratios are offered: 3.54:1 and 3.73:1. Ours had the 3.73:1s because of the trailer towing package, which would be marginal with our planned 33-inch-tall tires.

We did have a Scout Dana 44 stashed away that we at first considered using, but it had drum brakes and a 5-on-51/2 bolt pattern. Yes, we could have converted it to a 5-on-41/2 bolt pattern and even added disc brakes, and perhaps that is what we should have done, as in the end the overall price would have been less.

Instead we went with a '95-and-later Ford Explorer 8.8-inch rearend. We got the disc brakes, the same ones used in a lot of aftermarket conversion kits, a slightly larger ring gear (8.8 versus 8.5 inches), and 31-spline axles (that still had C-clips for retention).

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The drawback with this axle is that it was about 1.25 inches narrower than the ZJ's original. To bring the track width back out, we located some billet-aluminum spacers in Jegs' catalog that centered on the axle hub, not on the lug studs. That also meant longer studs for proper nut engagement, and Moroso had the ones we needed. Then we had to drill out the stud holes in our stock axleshaft flanges a bit for a proper pressed fit. Actually, just after we did this, Alloy USA shipped us some very nice replacement axleshafts made from double heat-treated 4340 chromoly material that carry a 10-year warranty against breakage. While still a C-clip design, with our present tire and motor combination, we are confident that we will never break them.

The axle flanges were drilled and tapped for either the 5-on-51/2 or the 5-on-41/2 bolt pattern. The supplied screw-in studs weren't long enough to use with the spacers, so some Moroso stud/bolts were used. However, upon installation, we found the heads hit the emergency brake, and we ended up hand-grinding the head a considerable amount for proper clearance and using a red stud locker to make sure they would not back out.

Sources

Rancho Suspension
Monroe, MI 48161
734-384-7804
www.gorancho.com
K&N Engineering
Riverside, CA 92507
800-858-3333
www.knfilters.com
Bilstein
Poway, CA 92064
858-386-5900
http://www.bilsteinus.com
JKS Manufacturing
Alliance, NE 69301
308-762-6949
www.jksmfg.com
Quadratec
West Chester, PA 19380
800-745-2348
www.quadratec.com
Motive Gear
Chicago, IL 60609
800-934-2727
www.motivegear.com
EnerSys
Reading, PA 19605
610-208-1991
Superior Axle
N/A, AK
888-747-2953
www.superioraxle.com
PSC Motorsports
Azle, TX 76020
817-270-0102
www.pscmotorsports.com
Alloy USA
Suwanee, GA 30024
800-449-6649
www.alloyusa.com
Rusty's Off Road
256-442-0607
Olympic 4x4 Products
City of Commerce, CA 90040
323-726-6988
ARB USA
Renton, WA 98057
866-293-9078
Superlift
superlift.com
Powertank
209.366.2163
Eaton/Detroit Locker
www.eatonperformance.com
J.E. Reel Drive Line Specialists
www.reeldriveline.com
Gen-Right Off Road
805-584-8635
genright.com
Tomken
Buena Vista, CO 81211
Mickey Thompson Performance Tires & Wheels
Corona, CA 92881
www.mickeythompsontires.com
Stainless Steel Brakes
Clarence, NY
800-448-7722
ssbrakes.com
Crown Automotive
781-826-6200
www.crownautoparts.com
MasterCraft Racing Products
www.mastercraftseats.com
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