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1356 to 4R70W? converting to E case? good manual option?


scotts90ranger

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I have this 2000 explorer V8 just sitting in my side yard, I have another post on it around here somewhere... On the 15 miles I've driven it I've successfully welded the forward clutches together in the 4R70W so it has to come out.

My goal is to get rid of the dang AWD case, but doing research apparently manual cases are like hens teeth to mate to the 4R70W for some reason. I imagine a 1356 would be better than whatever is on the even bigger trucks as those are huge and long.

I had a silly thought earlier today, how hard would it to add all of the silly wiring and module for an electric case? Any other good options? I read something about a $300 input shaft to some Jeep transfer case to mount it to the tranny, but that sounds silly unless it's the only option...

I'm not against gutting an electric T case motor and converting it to a cable/wire linkage in the center console... I haven't really looked at a 1356 either to know if it would fit in the frame rails...

Any other thoughts or options?
 


don4331

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It would be so nice if there was standardization on interface; but Ford beats to their own drummer. The Ranger transmissions have a unique 25 spline output/transfer case interface. The 4R70W has the industry standard interface (circular & 6 bolt) but output spline count is unique...

Transfer case c to c from input to front output
BW1354 = 242.9mm - Reference for Ranger.
NP 4404 = 242.9mm - Explorer 5.0 AWD
NP 271/3 = 320.1mm - F250/350
BW1356 = 320.1mm - F150
BW4406 = 259.4mm - Expedition
Dana 28 =242.9mm - Aerostar

So the 4406 is ~17mm wider, and the larger sprocket inside adds another ~20mm. In imperial - about 1.5" wider; which the Ranger frame can accommodate.

BW1356 is ~4" wider than 1354 and there isn't enough room for it inside frame rails...

North West Fabrication makes the input for the NP 231/233/242 that mates with Ford output splines. (Technically, it is for their doubler box. They just happen to be using the NP planetary for their doubler and therefore have all the different input shafts).

NP 231/233/242 have same 242.9mm c to c as BW1354.
 

scotts90ranger

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That is frustrating, but very good to know! Thanks!

Now to be on the lookout for some options...
 

85_Ranger4x4

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Don't Explorers have wider frames than Rangers?

Unless they changed something between Explorers and the trucks... my '02 F-150 with a 4R70W has a 4406.
 
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scotts90ranger

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The Explorer frame is probably about an inch wider if I had to guess, it's not the same as an F150 but not the same as a Ranger either...

Hmm, I'll have to look and see if I can find a manual 4406 then, there's one on craigslist for $1000, but I imagine I can come up with one cheaper...
 

85_Ranger4x4

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Might depend on where you measure it too.

I was thinking with the rear springs, they set beside a Ranger frame and under an Explorer frame and are the same distance apart... which clear at the back end would make the frame a couple inches wider (like 4-5'?). But I didn't think farther forward your results may vary I guess (the front suspension is pretty much the same as a 98+ Ranger so the frame would be too)

97-03 F-150's are starting to become more popular in JY's around me.
 
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fordjoe

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It would be so nice if there was standardization on interface; but Ford beats to their own drummer. The Ranger transmissions have a unique 25 spline output/transfer case interface. The 4R70W has the industry standard interface (circular & 6 bolt) but output spline count is unique...

Transfer case c to c from input to front output
BW1354 = 242.9mm - Reference for Ranger.
NP 4404 = 242.9mm - Explorer 5.0 AWD
NP 271/3 = 320.1mm - F250/350
BW1356 = 320.1mm - F150
BW4406 = 259.4mm - Expedition
Dana 28 =242.9mm - Aerostar

So the 4406 is ~17mm wider, and the larger sprocket inside adds another ~20mm. In imperial - about 1.5" wider; which the Ranger frame can accommodate.

BW1356 is ~4" wider than 1354 and there isn't enough room for it inside frame rails...

North West Fabrication makes the input for the NP 231/233/242 that mates with Ford output splines. (Technically, it is for their doubler box. They just happen to be using the NP planetary for their doubler and therefore have all the different input shafts).

NP 231/233/242 have same 242.9mm c to c as BW1354.
I don't suppose you have more dimensions of these t-cases? specifically dimensions that would tell me where the left side of the case that houses the sprocket would end up front to back. Also do you have any dimensions of a np208? I'm trying to figure out which of the two you be an easier fit into my ranger
 
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alaskan155

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I don't suppose you have more dimensions of these t-cases? specifically dimensions that would tell me where the left side of the case that houses the sprocket would end up front to back. Also do you have any dimensions of a np208? I'm trying to figure out which of the two you be an easier fit into my ranger

dont have the deminsions buts that is a Np208 behind a AOD in my old bronco II(same frame width as a ranger) to with the stock cross member(1 bolt on R and 3 on Left) and low profile explorer transmission mount,



the bw1356 is wider so i believe you have to slide the drive train over some. i have one sitting in my trailer from a bronco(fixed output) one of these days i want to use it since it is stronger than the NP208.

i als
 
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fordjoe

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dont have the deminsions buts that is a Np208 behind a AOD in my old bronco II(same frame width as a ranger) to with the stock cross member(1 bolt on R and 3 on Left) and low profile explorer transmission mount,



the bw1356 is wider so i believe you have to slide the drive train over some. i have one sitting in my trailer from a bronco(fixed output) one of these days i want to use it since it is stronger than the NP208.

i als
Thanks. I planned on going with either the np208 or the bw4406. I did manage to get dimensions of both cases and when/if I get the time I'll post them up. I've 99% decided to go with the 4406 since it''s narrower by about 7", though unfortunately longer.
 

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The better 13-56 to use if not the version used in an F150 that uses a simple slip yoke output (like a 2wd auto trans), but the version used in a full size bronco which has a flat flange like a ranger/explorer T-case.
 

alaskan155

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The better 13-56 to use if not the version used in an F150 that uses a simple slip yoke output (like a 2wd auto trans), but the version used in a full size bronco which has a flat flange like a ranger/explorer T-case.

the later ones(90ish) had a flat flange, the early ones(brick nose) had a fixed yoke.....

i have one in my garage right now with the fixed yoke from a 88 bronco.
the np208 i had in my bii was the same way and i used a fs bronco shaft(double Cardin) and had it shortened to match the 7.5 rear end with a conversion u-joint from ford motorsports.
 
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scotts90ranger

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I think I'm going to go with the 4406 even though it is a slip spline design... it looks easier to set up, and I just found a manual unit fairly local for $225... I would go with a 1356 but I don't want to be low and wide on the shaft... I think I can deal with the issues...

Hopefully in the next month or two I'll get the transmission rebuilt on the ol sploder, figured that would be a good time to put on a T case :), from the sounds of it the shifter for the 4406 fits pretty good next to the center console...
 

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I recently did the 4406 swap and it was pretty straight forward. I was lucky enough a pull apart yard had two trucks with the full 4406 setup in them so I grabbed them both so I would have a spare. I was able to squeeze it up in there with only dropping the front of the gas tank.
 

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