project
Posting Guru
Joined: Aug 2010
Posts: 1,761
Likes: 8
From: Knoxville, TN
Welcome to FTE!
You'd be better off selling the 4x2 and buying a 4x4, or swapping cabs from a donor frame. This is one of those where if you have to ask, you shouldn't do it, and if you could, you'd know better than to try. Front suspension/crossmember/etc. is entirely different and incompatible, before you even start looking at drivetrain.
You'd be better off selling the 4x2 and buying a 4x4, or swapping cabs from a donor frame. This is one of those where if you have to ask, you shouldn't do it, and if you could, you'd know better than to try. Front suspension/crossmember/etc. is entirely different and incompatible, before you even start looking at drivetrain.
Fleet Owner
Joined: Dec 2009
Posts: 20,678
Likes: 82
From: NorCal
Welcome to FTE!
You'd be better off selling the 4x2 and buying a 4x4, or swapping cabs from a donor frame. This is one of those where if you have to ask, you shouldn't do it, and if you could, you'd know better than to try. Front suspension/crossmember/etc. is entirely different and incompatible, before you even start looking at drivetrain.
You'd be better off selling the 4x2 and buying a 4x4, or swapping cabs from a donor frame. This is one of those where if you have to ask, you shouldn't do it, and if you could, you'd know better than to try. Front suspension/crossmember/etc. is entirely different and incompatible, before you even start looking at drivetrain.
But if you want to know what it takes, then here are some links for edukashun:
2WD to 4WD Conversion
4WOR Project: 4x4 Conversion - Three-Link Conversion, Coilovers, Dodge NP205, GM Dana 44
FTE Thread: Quadrazer's F350- 2WD to 4WD Conversion...
Four Wheeler: Project Two-By Four (4WD Conversion)
Four Wheeler: Three-link Front Suspension & Coilovers
Moderator & parts slinger
Joined: Feb 2007
Posts: 50,096
Likes: 5,756
From: S/W Missouri, Polk county
Welcome to FTE, in all reality more "work" than you probably want to do....easiest way is to get a 4wd running gear and do a body swap. In the famous words of those that really know:
There is nothing nuts and bolts about a 4wd conversion, there is not a thing that is bolt on or swappable. The engine cross members are entirely different, and this means that if an un molested truck is what you are after, it will be impossible to create one with a 2wd platform. The 2wd will have to be lifted quite a way to clear the front diff. 2wd trucks are coil sprung and most F250 4wd's are leaf sprung. None of the suspension items are even close to the same, so you will be fabricating or modifying some original 4wd stuff to work. Steering systems are entirely different as well, so you will be upgrading that too.
My last conversion with leafs ran me several thousand dollars, and that was with the work that I performed for free. The difference in sale values between a 4wd and 2wd are minimal, and the 4wd conversion is hardly justifiable. Well the frames are similar, with a few exceptions. The frame horns are slightly different, and the frame widths aft of the cab are different from 73 to 77 trucks. The frame rise is also slightly different, but this is not a show stopper and does not make much difference one the fabrication begins. Now the important question is whether or not you will be using a coils springs or a leaf spring. It is possible to install a 78/9 radius arm and suspension. Not a big deal really, and with a standard cab this is reasonable. Not quite as easy with a super cab and or crew cab.
The 2wd frames are not cut for the shackle pivot, and they do not have the provisions for a spring hanger, but again, this is not a deal breaker. Installing a pivot is just a tedious process, accuracy is key. Ok, so next is the transfer case. You have two choices, install a married case, and this requires the proper transmission. Might find some difficulty making or modifying an output shaft to accommodate the early C6 and a married transfer case. So then the next option is to find a divorced transfer case, and install this. You will have to make up a cross member, but then you will have to get creative with the shifter linkage. See the 4wd trans will have an adapter or tailshaft with a pivot for a typical 205 shifter. Fabrication is the only limiting factor here.
Next and final factor will be the speedo. See your speedo works from the trans, so that being the case, you will have to get a speed reference from the t-case. If you do not, the speedo will read twice as fast when you put the case in low range. But you will be in 4 low so who cares how fast you are going. As mentioned the steering box will have to be relocated, and the truck will require some lift. That engine crossmember has limited clearance so you will be looking at some lift to even clear it. The other option would be to remove it and replace it with a tubular unit.
There is nothing nuts and bolts about a 4wd conversion, there is not a thing that is bolt on or swappable. The engine cross members are entirely different, and this means that if an un molested truck is what you are after, it will be impossible to create one with a 2wd platform. The 2wd will have to be lifted quite a way to clear the front diff. 2wd trucks are coil sprung and most F250 4wd's are leaf sprung. None of the suspension items are even close to the same, so you will be fabricating or modifying some original 4wd stuff to work. Steering systems are entirely different as well, so you will be upgrading that too.
My last conversion with leafs ran me several thousand dollars, and that was with the work that I performed for free. The difference in sale values between a 4wd and 2wd are minimal, and the 4wd conversion is hardly justifiable. Well the frames are similar, with a few exceptions. The frame horns are slightly different, and the frame widths aft of the cab are different from 73 to 77 trucks. The frame rise is also slightly different, but this is not a show stopper and does not make much difference one the fabrication begins. Now the important question is whether or not you will be using a coils springs or a leaf spring. It is possible to install a 78/9 radius arm and suspension. Not a big deal really, and with a standard cab this is reasonable. Not quite as easy with a super cab and or crew cab.
The 2wd frames are not cut for the shackle pivot, and they do not have the provisions for a spring hanger, but again, this is not a deal breaker. Installing a pivot is just a tedious process, accuracy is key. Ok, so next is the transfer case. You have two choices, install a married case, and this requires the proper transmission. Might find some difficulty making or modifying an output shaft to accommodate the early C6 and a married transfer case. So then the next option is to find a divorced transfer case, and install this. You will have to make up a cross member, but then you will have to get creative with the shifter linkage. See the 4wd trans will have an adapter or tailshaft with a pivot for a typical 205 shifter. Fabrication is the only limiting factor here.
Next and final factor will be the speedo. See your speedo works from the trans, so that being the case, you will have to get a speed reference from the t-case. If you do not, the speedo will read twice as fast when you put the case in low range. But you will be in 4 low so who cares how fast you are going. As mentioned the steering box will have to be relocated, and the truck will require some lift. That engine crossmember has limited clearance so you will be looking at some lift to even clear it. The other option would be to remove it and replace it with a tubular unit.
Thread Starter
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New User
Joined: May 2015
Posts: 6
Likes: 0
Welcome to FTE!
You'd be better off selling the 4x2 and buying a 4x4, or swapping cabs from a donor frame. This is one of those where if you have to ask, you shouldn't do it, and if you could, you'd know better than to try. Front suspension/crossmember/etc. is entirely different and incompatible, before you even start looking at drivetrain.
You'd be better off selling the 4x2 and buying a 4x4, or swapping cabs from a donor frame. This is one of those where if you have to ask, you shouldn't do it, and if you could, you'd know better than to try. Front suspension/crossmember/etc. is entirely different and incompatible, before you even start looking at drivetrain.
Thread Starter
|
New User
Joined: May 2015
Posts: 6
Likes: 0
Welcome to FTE, in all reality more "work" than you probably want to do....easiest way is to get a 4wd running gear and do a body swap. In the famous words of those that really know:
There is nothing nuts and bolts about a 4wd conversion, there is not a thing that is bolt on or swappable. The engine cross members are entirely different, and this means that if an un molested truck is what you are after, it will be impossible to create one with a 2wd platform. The 2wd will have to be lifted quite a way to clear the front diff. 2wd trucks are coil sprung and most F250 4wd's are leaf sprung. None of the suspension items are even close to the same, so you will be fabricating or modifying some original 4wd stuff to work. Steering systems are entirely different as well, so you will be upgrading that too.
My last conversion with leafs ran me several thousand dollars, and that was with the work that I performed for free. The difference in sale values between a 4wd and 2wd are minimal, and the 4wd conversion is hardly justifiable. Well the frames are similar, with a few exceptions. The frame horns are slightly different, and the frame widths aft of the cab are different from 73 to 77 trucks. The frame rise is also slightly different, but this is not a show stopper and does not make much difference one the fabrication begins. Now the important question is whether or not you will be using a coils springs or a leaf spring. It is possible to install a 78/9 radius arm and suspension. Not a big deal really, and with a standard cab this is reasonable. Not quite as easy with a super cab and or crew cab.
The 2wd frames are not cut for the shackle pivot, and they do not have the provisions for a spring hanger, but again, this is not a deal breaker. Installing a pivot is just a tedious process, accuracy is key. Ok, so next is the transfer case. You have two choices, install a married case, and this requires the proper transmission. Might find some difficulty making or modifying an output shaft to accommodate the early C6 and a married transfer case. So then the next option is to find a divorced transfer case, and install this. You will have to make up a cross member, but then you will have to get creative with the shifter linkage. See the 4wd trans will have an adapter or tailshaft with a pivot for a typical 205 shifter. Fabrication is the only limiting factor here.
Next and final factor will be the speedo. See your speedo works from the trans, so that being the case, you will have to get a speed reference from the t-case. If you do not, the speedo will read twice as fast when you put the case in low range. But you will be in 4 low so who cares how fast you are going. As mentioned the steering box will have to be relocated, and the truck will require some lift. That engine crossmember has limited clearance so you will be looking at some lift to even clear it. The other option would be to remove it and replace it with a tubular unit.
There is nothing nuts and bolts about a 4wd conversion, there is not a thing that is bolt on or swappable. The engine cross members are entirely different, and this means that if an un molested truck is what you are after, it will be impossible to create one with a 2wd platform. The 2wd will have to be lifted quite a way to clear the front diff. 2wd trucks are coil sprung and most F250 4wd's are leaf sprung. None of the suspension items are even close to the same, so you will be fabricating or modifying some original 4wd stuff to work. Steering systems are entirely different as well, so you will be upgrading that too.
My last conversion with leafs ran me several thousand dollars, and that was with the work that I performed for free. The difference in sale values between a 4wd and 2wd are minimal, and the 4wd conversion is hardly justifiable. Well the frames are similar, with a few exceptions. The frame horns are slightly different, and the frame widths aft of the cab are different from 73 to 77 trucks. The frame rise is also slightly different, but this is not a show stopper and does not make much difference one the fabrication begins. Now the important question is whether or not you will be using a coils springs or a leaf spring. It is possible to install a 78/9 radius arm and suspension. Not a big deal really, and with a standard cab this is reasonable. Not quite as easy with a super cab and or crew cab.
The 2wd frames are not cut for the shackle pivot, and they do not have the provisions for a spring hanger, but again, this is not a deal breaker. Installing a pivot is just a tedious process, accuracy is key. Ok, so next is the transfer case. You have two choices, install a married case, and this requires the proper transmission. Might find some difficulty making or modifying an output shaft to accommodate the early C6 and a married transfer case. So then the next option is to find a divorced transfer case, and install this. You will have to make up a cross member, but then you will have to get creative with the shifter linkage. See the 4wd trans will have an adapter or tailshaft with a pivot for a typical 205 shifter. Fabrication is the only limiting factor here.
Next and final factor will be the speedo. See your speedo works from the trans, so that being the case, you will have to get a speed reference from the t-case. If you do not, the speedo will read twice as fast when you put the case in low range. But you will be in 4 low so who cares how fast you are going. As mentioned the steering box will have to be relocated, and the truck will require some lift. That engine crossmember has limited clearance so you will be looking at some lift to even clear it. The other option would be to remove it and replace it with a tubular unit.
Moderator & parts slinger
Joined: Feb 2007
Posts: 50,096
Likes: 5,756
From: S/W Missouri, Polk county
73-77 & 78/79 will swap over, but not one from a 73-77 High Boy because the rear frame sections are narrower and you will have narrower holes in the bed.
Well it will work with a little work, you just either drill new mount holes in the bed
or weld to the frame different mount tabs so you can use the existing bed holes and not have to drill new ones.
Also the 73-77 will NOT have a gas flap, but a exposed filler cap, but you can graft the flap in to it.
78 2wd F150-F250 bed to 78 4wd F150-F250 easy. Get the 2wd the truck, get the bed for you truck, put on a flat bed on the 2wd and flip sell it.
Bam you got a bed.
Well it will work with a little work, you just either drill new mount holes in the bed
or weld to the frame different mount tabs so you can use the existing bed holes and not have to drill new ones.Also the 73-77 will NOT have a gas flap, but a exposed filler cap, but you can graft the flap in to it.
78 2wd F150-F250 bed to 78 4wd F150-F250 easy. Get the 2wd the truck, get the bed for you truck, put on a flat bed on the 2wd and flip sell it.
Bam you got a bed.
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