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Drivetrain Tech General discussion of drivetrain for the Ford Ranger.

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Old 04-20-2005
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Transfer Case

Will a Borg Warn 1350 transfer case from a bronco II fit my '03 edge automatic transmission??? Need help quick, dont know if I should buy this transfer case or not.......
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Old 04-20-2005
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Are you doing a solid axle conversion?
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Quote:
Originally Posted by shadyluke
Are you doing a solid axle conversion?
Yes
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Old 04-20-2005
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The original case on your Ranger is a 1354. Here is some stuff from The Ranger Station Tech Section

http://www.therangerstation.com/tech...sferCases.html

Quote:
BW1350 & BW1354
The 1350 and 1354 are both 3-piece aluminum part time transfer cases. They both transfer power from the transmission to the rear axle and when actuated, also the front drive axle. The unit is lubricated by a positive displacement oil pump that channels oil flow through drilled holes in the rear output shaft. The pump turns with the rear output shaft and allows towing of the vehicle at maximum legal road speeds for extended distances without disconnecting the front and or rear driveshaft. The 1350 has a splined front receiver where the front driveshaft slides in. The 1354 has a yoke on the front that accepts a u-joint and holds it in place with straps. The 1350 and 1354 are produced as a mechanical shift and electronic shift.


1350/1354 Flange & Yoke Conversions
My 1983 Ranger used the small 2.5-inch wide u-joint and 2-inch driveshaft. The Rangers flange had a 2-1/2 inch spacing between bolt holes and the flange on the Explorer 8.8 rear axle I installed had a 3-inch spacing between bolt holes.
My driveshaft wouldn't bolt to the new 8.8's flange, so I decided to have a new one built. I could have found a flange for the 8.8 that would accept the 2.5-inch u-joint in order to retain my original shaft, but I wanted to beef things up a bit. I got rid of the yoke on the transfer case and replaced it with a flat flange from a 1986 BroncoII BW1350 transfer case. I now have a flat flange on the axle and on transfer case, with a 1310 u-joint at each end secured in flat flanges. The driveshaft then bolts in flange to flange. These flat flanges allow the bigger u-joints and eliminate the weak u-joint straps at the transfer case.
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