Information, and in some cases, the rear end. :crutches: It ranges from, 300whp on the stock NA rear end seems to be the upper limit, in which case we'll blow it up on the first launch probably, to they handle 500BHP and 10 second passes. I'm guess because we're roots, sticky tires and manual, we'll be at the lower end. I'm considering going straight to the 8.8, that way I can attempt to sell the stock unit and won't have to have two different drive shafts made. Don't have to decide yet, but something to keep rolling around upstairs. Plenty to do for now.


One person did mention an 8.8 IRS. Something like the stock HS and hubs are fine, but the ring and pinion give. :huh: Maybe slotting an 8.8 pumkin in there is in an interesting combination. . .

The IRS in the T-Birds and Cobra have the same 8.8 ring and pinion as the solid 8.8. The difference is that it uses half shafts that are not as strong as the solids axles.

What kind of power is your style IRS known for reliably holding? With slicks, and the right spring/shock combo, hop won't be a problem. What about geometry? I wonder how difficult it would be to slot in an 8.8 IRS vs. Solid. :huh:

Solid would be easier to install. My Cobra doesn't have the IRS but Seans does and so did my old 94 T-Bird I use to have. Not sure what they take in stock form but Sean hasn't blown his up yet. Then again he launches his car like a grandma and run radials.

Darlene's T-bird has a 8.8 IRS....................a thought>:judge:

What's a solid 8.8 out of a Ranger go for these days?

Isn't that, uh, Darlene's car . . . :sm_up_there:

Not sure but we are better off getting one out of an Explorer because it has disc brakes already instead of dumb I mean drum brakes.

Well, if she had something to drive other than the T-bird than we would have to get rid of the T-bird........................................... hint.:drink:

In drag racing Drum brakes are better. I have 4 wheel drums on my Vette, ask Adam how well they work.:rolling:

Why, cuz there not actually in friction til engaged? Anywho, I don't think I could handle drum brakes. . . mentally. :smack:

I forgot which model you suggested in the past. Explorer. Got it.

Well, get on it. :sm_laughing:

Hey, on our little run last sat, I didn't start to get fade until we hit Whittier Bl. on the way back. Actually drum brakes have more surface area for stopping than Disc.:drink:

No rolling fiction until brake shoes touch the drum.:bigthumbsup:

Yeah that was me.

Them theres fight'n words partner!! :nutkick:

That part is true

If a NA stock diff can take 500hp, why not try it out?

I'm with SSCobra, on the exploder diff. Additionally, most Ranger diffs are open. I think only the 4wd Rangers have LSD in the rear.

Didn't know the Ranger diff wasn't and LSD. How bout the TBird IRS?

Sounds like a big can of worms to me.:rolleyes:

I had a 94 T-Bird with the 4.6 V8 and it had a LSD.

Damn Bird.
I had them going until you stepped in. :rolling::rolling:

I always heard Birds like worms.:)


Yea, T-bird IRS COULD be a problem, but we won't know until we look in to it further. The T-bird IRS is VERY well built. It looks much stronger than my Vette IRS.:motorsmile:

Hey, I didn't hit you once.:judge::rolling:

I agree as well about the Exploder diff. And Adam I think you could get one with a 3.55 LS in the rear in 4x2 trim. You pretty much had to have the 4.0L motor I believe.

:iagree:

If you want to stick with the IRS, go turbo 2. No reason to fab stuff when a stout bolt in is available.

I agree, either T2 or narrowed 8.8 solid. Probably solid, but don't need to decide just yet. We'll be using a stout manual probably a fairly grabby clutch and sticky tires. There are some guys running 500HP+ LS1s w/T56 and the T2, but it seems like they still can fail of course.

Also, there is the issue of gearing. For aesthetic reasons I'd like to run a shorter tire (25-26). With our trans and a 4.1 rear (both our stock NA and the T2 are 4.1) we'd pretty much have to run a 28" tire or we'll be redlining at like 115. :smack:

How about Trans-Warp drive?:D

What, straight WARP is not enough for you??????????:huh:

I haven't measured it yet but I'm sure no matter what we get an 8.8 out of that we will have to have it narrowed because this car is little. It's just about the right size for my 7 year old. I'll just need to teach her how to drive a stick.

That's kinda why I said 9". It's been narrowed and used for decades. The parts HAVE to be cheaper and easier to get. Aren't they????????

I stand corrected. This is from Grannysspeedshop.com

'86-'93 Ford Mustang 8.8...
...59-1/2" flange/flange width (exact same as the '86-'91 RX-7)
...4 on 4-1/4" lug pattern, easily re-drilled to RX-7 4 or 5 on 4-1/2" pattern
...came std w/tracloc clutch style diff
...Both L&R axles are 29-1/8" long 28 spline axles
...V8's came with 2.73 or 3.08 ratios

'87-'88 Thunderbird Turbo Coupe...
...61-1/2" flange/flange width
...same housing width as '86-'93 Mustangs, but 1" longer axles to make room for ABS sensors
...4 on 4-1/2" lug pattern (same as the RX-7), easily re-drilled to RX-7 5 on 4-1/2"
...came std w/tracloc clutch style diff
...Both L&R axles are 30-1/8" long 28 spline axles
...5spd cars came with 3.55 gears, automatic cars came with 3.73
...standard w/ disc brakes

'95-'01 Explorer...
...59-1/2" flange/flange width
...5 on 4-1/2" lug pattern
...un-equal length 31 spline axles (2-3/16" pinion offset)
...std disc brakes w/ 7/16" x 11.25 rotors

They also sell a complete torque arm setup to bolt it right in that's just under $1000.

That is pretty. I put in the first $10.00.:drink:

That looks like the ticket. I bet I can get that fabbed up for alot less.

The exploder has more splines, but I don't know if the gear carrier difference. My Ford knowledge is VERY weak here.

That's because FORDs need VERY LITTLE repair. No need to know this stuff like on a GM.:laugh:

I have a Ford too. They just quit making them well about 1932.;)

The carriers are the same except for spline count unless of course you have a Cobra like mine that came with 31 spline axles.

Joe and I could make something like this if that's the route we want to take.

Who can do it? How much? How long?

I'm certainly leaning this way.

I didn't quite get it. Was the point that any of those rears can go in without being narrowed and that the 86-93 Mustang 8.8 and 95-01 Explorer are exactly the same as our FC RX-7 (59.5" flange width)?

Correct. So we just need to go to a wrecking yard and pull one from an Explorer. Shouldn't be hard to get one. Eric97srad and I went a few months ago to buy some frontend part for his 97 Explorer and the yard we went to had about 30 of them.