Could a administrator and/or moderator please delete this thread. I have finished this arugement and have found all the info I need elsewheres on the internet.
Going to be tough for a moderator *and* an administrator to delete the thread.
Hopefully you will leave the attitude at home before you come back. Notice how 1000's of other threads in this forum don't degenerate into bickering argumentative ones like this one has. I doubt you will put too much effort into figuring out why.
Going to be tough for a moderator *and* an administrator to delete the thread.
Hopefully you will leave the attitude at home before you come back. Notice how 1000's of other threads in this forum don't degenerate into bickering argumentative ones like this one has. I doubt you will put too much effort into figuring out why.
I apologize for make anyone mad. I simply asked for help and the very first post was someone trying to show superiority, and never did offer a solution to my problem. Go buy another transmission is not a option either. I asked if anyone knew what my best option is to fix my driveline problem? I was hoping that with all the F250's out there this issue has been come across and someone could tell me how they overcame it. Longer drive shafts? Swap the whole tailshaft off, hope that isn't the best option? This thread went "south" because I was challenged and did not back down. I stated a few facts and several people decided to chellenge me again. I am not an idiot and will not be treated as one just to recieve help online. Sorry for the confusion.
I did not challenge you! I asked for a clarification. read my post? If your so thin skinned to think a question is an attack on your academic stability you need to leave these forums and seek help from a professional. Your limited knowledge of auto repair is only exceeded by your arrogance.
Tim
just a thought but could the "new" tranny be out of a rwd making it longer since it didnt have the tranfercase to take up the lenth for a 4wd?
Thank you very much for getting back to the topic at hand. I have found out that Ford did put different length tailshafts on the C6 transmissions, thanks alot Ford Motor company. It seems my options are to tear both transmissions down and swap out the tailshaft and housing, which I will not do because the clutch pack in the old C6 flew apart and no telling what damage may be there. Next option would be to have the current driveshafts alter, but there is no one around here that works with driveshaft mods anymore. The only other option is to try and find driveshafts out of another Ford truck that are already the correct length for my truck. Thank you for the input.
I did not challenge you! I asked for a clarification. read my post? If your so thin skinned to think a question is an attack on your academic stability you need to leave these forums and seek help from a professional. Your limited knowledge of auto repair is only exceeded by your arrogance.
Tim
I did over react to your first post, but I believe it was pretty clear what I was referring to. "Thin skinned and needs to seek professional help"? Thats low blows that shows a person true ignorance to lower themselves to personal attacks.
well from what i've read on this site these guys are just ford guys that all have different levels of knowledge. they only go to the dealer when needed & that's not too often so clarification on terms used is a must and they love to joke also. i love this site & i respect the knowledge of these guys. if you say axle that many time in a post,, they want to be clear ok! Guys keep the information flowing!!! from a deployed solider!!!!!
"Seek Professional Help" as in take it to a transmission shop. We can't second guess your meaning and descriptions and come up with a solution? The people on this forum can't see what you are talking about without pictures and/or correct nomenclature, so, clarifications are required sometimes. It isn't an attack on you personally. If you stick around long enough to read some of these posted questions you'll realize the necessity for clarifications?
Tim
Well, it seems that people need to walk away a bit and chill.
Ok, still not sure what you have going on due to the description not quite clarifying to me what you are dealing with, perhaps some pics if you can? My understanding is that typically the transmission case is the same, but have heard that the 351M-400 transmissions were a shade shorter in the bell. However, not nearly enough to cause the problems you are having. It the T-case seating against the rear of the transmission housing? If you are having a gap there, then the tailshaft is too long. Why that would be is because the 2WD trannies put a cover housing where the transfer case bolts to. The slip yoke for the driveshaft rode on the longer output shaft. If you have seen the output yoke for a C6, you would see why it is so long. Now it has been a while since I had a 2wd trrans apart to look at, so I can't recall how far the splines go on the output shaft, but something I did a while back on a Chevy trans conversion was I actually cut the output shaft down on a TH350 2wd to make it shorter and spline into the t-case with a spacer to replace a failed 700r4. (Chevy has 4 output shaft lengths as well, one for 4wd, 3 for 2wd) You would have to be certain that you have enough length before doing such a thing, as the speedo gear drive is also there, and could make it to where you can't do this modification.
I did a little searching to see if I could find what you are talking about. Do you still have the old transmission? If so, take the spacer from the back of the transmission and compare it to the one you have. Compare the lengths of the output shaft as well, and take measurements inside the t-case to be sure that it won't work before hanging it up. With the many years that the C6 has been used, there are many different configurations and transfer cases that it could be used with, so it would not be a big surprise to find the extension housing to be differing lengths. the output shaft length may not be all that critical if both are 4wd transmissions. Many times I have seen that the output shaft really doesn't go that deep into the t-case, as it really doesn't have to, just enough to stay splined in and not shear off.
A quick note: even I was trying to figure out what you meant by the axles, as axles are where the tires are supported. Driveshaft is proper terminology for vehicles of this configuration. Driveaxle refers to transaxles or the actual axle assembly. It is way confusing to us to try to help if we don't fully understand what you try to convey. Tell me the drive axle on a truck is the problem, I am looking from hub to hub, not pinion to transfer case. On a FWD, then maybe, but not in trucks and rwd cars. (not including rear engined cars) Yes, there are a few extraneous unneeded comments, but the original question was definitely a valid one, and your response prompted some of the undesired responses. Right or wrong, that is how it came to where it was. Now everyone, including yourself, need to let it go and move on.
__________________
the workhorse:86 F250 4x4 6.9 Diesel 4-spd, 4.10 axles, holley red electric pump
the other workhorse 92 F350 2wd crew cab, 4.10 rear axle, 92 6bt Cummins, NV4500 with Gear Vendors overdrive
the project: 77 F250 Camper special 400 4 speed Iowa Chapter leader
Come on down and join us in the Iowa chapter, or your own local chapter!!
Best bet, most likely the cheapest, would be to have a tranny shop swap the tail housings for you, making sure to not include any fragments from your old tranny. I have found that getting driveshafts from the junkyard is hazardous at best, most I have seen move their stuff around with forklifts damaging driveshafts in the process. Your tranny most likley came out of a car, I say this because your shifter linkage is reversed for a floor shift... hence you probably won't find a driveshaft that would be the correct length.
The tranny shop could also ensure you are not putting a crappy tranny in your rig.
__________________
Robert
--1980 F-150 Custom 302, 4sp OD
--1980 F-100 Ranger 300, 4sp OD
"Seek Professional Help" as in take it to a transmission shop. We can't second guess your meaning and descriptions and come up with a solution? The people on this forum can't see what you are talking about without pictures and/or correct nomenclature, so, clarifications are required sometimes. It isn't an attack on you personally. If you stick around long enough to read some of these posted questions you'll realize the necessity for clarifications?
Tim
Guess I owe you another apologize, Sorry for starting right off like the a** I can be at times. To correct my pervious post it is in fact the driveshafts that I am having a issue with. After installing the replacement C6 trans into my 1984 F250 super cab with a 460 V8 I noticed that the tailshaft housing was longer then the one on the original C6. That has put my transfer case back futher than it was and my front driveshaft is now 3" to short and the rear is, you guessed it, 3" to long. I was hoping that someone on the forum had ran into this issue before and was able to find a set of driveshafts out of another truck that would correct my problem. I was wondering about the driveshafts out of a crewcab truck? I have seen online where salvage yards actaully list a length of the shafts they have in stock but measure them from "weld to weld". I was always taught to measure from the center of each u-joint, correct or not? The rear driveshaft is a two piece setup, with a carrier bearing, and I am wondering just actually how to measure that? The measurement I took was from the center of the u-joint to the center of the carrier bearing mounting holes, should I do this another way?
The transfercase bolts up to the trans housing smooth, and grabs about as much of the tailshaft as it did on the original C6. I have no idea what the replacement trans came out of, it was given to me when I bought the truck. I contacted the the seller but he was able to reach the the person he bought the trans from. I have paperwork showing that the transmission was rebuild when I got it, atleast there is recipts for the parts required and the inside of the trans is spotless. The only thing I see different from the original trans, other than the housing length, is the position of the shift lever. My lever turned down and the new trans turns up, which I have been told that means it came out of something with a floor shift. It could have possibly came out of a Bronco? The differnece in the lengths is most certainly in the tailshaft housing after the trans mount. Everything lines up right up to the trans mount, on the crossmember, but the housing is apx 3" longer from the trans mount to the transfer case.
I have found one local man who says he alter my current driveshafts for me for $150, which will include cutting the rear driveshaft down and replaceing the entire tube on the front driveshaft to make it longer. The only issue is he does not have the equipment to balance them, I don't want to give ths feller $150 and have to replace the u-joints every 6 months, not to mention the extra stress on the yokes, seals and bearings.
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