Dumb Question but why a 8.8

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06-23-2011, 01:01 AM

#21

Gimme

Staging Lane

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Quote:

Originally Posted by Kaddø

Your build looks great and I am sure it is a very good setup and will do an outstanding job. But the MONEY alone is probably 5 times (easily) what the explorer rearend costs. Now you mentioned weight

Got these from a couple of different ford websites.

these are the mustang 8.8's

8.8" Rear Axle w/ diff, axles, fluid, & backing plates (4-lug) = 160.0 pounds

8.8" Rear Axle w/ diff, axles, fluid, backing plates, & drum brakes (4-lug) = 195.0 pounds

and

8.8 data.

Axle 15.0lbs each
Housing 72.2lbs
T-loc 28 Differential 18.3lbs
3.55 Gears 18.8lbs
Rotor 10.0lbs each
Varga Caliper 9.3lbs each
Caliper bracket 3.0lbs each
Gear cover 2.8lbs
Fluid 2.0lbs
Brake pad set 1.5lbs all four
MM Lower shock mount 1.0lbs
Bumpstop bracket 0.8lbs
Mooseballs 10.0lbs

199lbs with brakes.
156lbs without brakes.

Quote:
Originally Posted by Darrell (moddedmustangs.com
8.8 with Mark Williams 35 spline gun drilled axles, spool, yoke, Aerospace brakes, bracing, coil over brackets 182 lbs

and now the explorer

Explorer 8.8 Measurements:
Weight (complete assembly w/ brakes etc.): 174 lb.
O.D. of tubes: 3.250".
Tube thickness: .250" (some are .188”!)
Ring gear diameter: 8.800".
Ring gear bolts: 7/16" dia. (qty. 10).
Pinion diameter/splines: 1.625 / 30.
Axle shaft/splines: 1.320 / 31.
Rotor thickness (where it mounts to axle is .250").
Overall width 59.625" (the F8.8 is .950" narrower then a TJ Dana 35).
(The F-150 8.8 is drum brake and width WMS to WMS is 65.5”.)
Hole diameter for ABS sensor in top of housing: .811".
Bolt size (U-joint flange to yoke) is: 12 x 1.75 x 30 mm
Centerline of housing to C/L of pinion difference is 3.875" toward the P/S.
Pinion offset: P/S to C/L of Pinion, 27-3/4" (no rotor on axle), D/S to C/L of Pinion, 31-5/8" (no rotor on axle). (this measurement is 2.5" more offset to the P/S then a TJ Dana 35).

Specs:
Code Capacity Ratio
43 Open 3200 3.08
41 Open 3200 3.27
42 Open 4.10
46 Open 3.73
45 Open 3200 3.55
D4 Limited Slip 3200 3.73
D2 Limited Slip 4.10
L73 Limited Slip 3.73
L - Limited Slip Differential
C - Conventional Differential

Couldn't find any real what looked to me to be conclusive weight results for the camaro but here is what I did find.

<BLOCKQUOTE>quote:</font><HR>Originally posted by CamaroNOTcamero:
how much does a 12 bolt rear end weight, without springs or anything like that, just the rear and drum brakes?<HR></BLOCKQUOTE>

I just weighed an 8.2" 10 bolt I sold on ebay in preparation for shipping. I know you asked about weight for a 12 bolt, but since I don't see any answer posted yet I figured I'd throw this out there.

Using my bathroom scale, my 10 bolt weighed in at 140#. That's including axles and backing plates. No drums or brake hardware and no fluid in that measurement.

-gw

------------------
1967 Camaro
406/M20 11.94@117
http://www.mindspring.com/~gordon.warren/

--------------------------------------------------------------------------------

CamaroNOTcameroJan 2nd, 02, 01:18 PM
hehe, thats a good idea, i'll guess it to be about 170lbs, i think that's a good estimate. thanks for the help.
too bad these things are so damn long!

What extra strength do you really get out of the Exploder vs the Mustang 8.8? The strength is in the spline-count...you can have a 31-spline Mustang rear just as easily as a 31-spline Exploder rear. Plus, the larger axle tubes are overkill and add weight; you have to plug the speed sensor hole; you have to cut the "ears" from near the speed sensor hole; you can't use the Mustang style torque arm (which is a far superior design than a ladder bar or F-body style.) The weight difference is signficant. What I don't mention in my thread, is that I have built Exploder 8.8s, as well, and the price is not that much different. The weight difference, however, is huge...especially if you elect not to do a true mini-tub. And you also run into various other problems with Exploder stuff; you can't get u-bolts to fit over the odd-sized axle tubes if you want to keep the sway bar (which I did.) You can't simply press and weld the old 10-bolt axle tubes to the Exploder axle tubes, because of the differences in tube diameter. Plus, if you start getting into all the super lightweight stuff for the Exploder rear, they are actually more expensive than any Mustang 8.8. I bought a complete Mtneer 8.8 (disk brakes, rotors, 3.73 traclock...complete) for $175.00. Sold the axles and brakes/rotors alone for $175.00...trackloc/gears = free. Picked up a complete Mustang 8.8 for $75; sold the axles and brakes for $100.00. Plus, my 8.8 keeps TCS and ABS, keeps the chevy bolt pattern, has built-in axle braces, I can keep my rear sway bar, I can run my factory brakes, and it eliminates C-Clips by using Ford 9" ends (also allowing me to use the Ford big bearings.) I figure $1,200 bucks for a fully custom, one-off 8.8 that is built just the way I want it, isn't bad. To each his own, though. I totally respect getting the best bang for the buck. Other than Cam's 8.8s, most other weld-on torque arm brackets are suspect, at best. I don't have faith in them. Cam's though, are totally kick @ss, from what I understand. I almost had him build me a rear, but decided to do it myself, since I had a experience with the Exploder 8.8s. I also don't like the ladder bars for these cars...puts a ton of additonal stress on the LCAs...just my own personal preference, though.

The Exploder rear is a good rear; but it's made for a truck. If it was that much better than the Mustang, the Cobra's center sections would look the Exploder center sections...but they don't. The Mustang center sections are plenty strong. Quite a few guys run 31-spline Mustang 8.8s behind big blocks or good-size small blocks. Still don't believe that Mustang 8.8s are plenty strong? Here's a great article:

http://popularhotrodding.automotive....ang/index.html

Bill Buck is one of the most-experienced and knowledgable Mustang guys around. Used to be Mike Murillo's chassis man and crew chief. If it's good enough for him, it's good enough for me.

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