I have already thought of that - I'm going to need to compensate with the alignment during the 4 link installation. I received the last part for the 8.8, so it's time to start disassembly. I also solved my plug wire issue with some Taylor 45 degree plug wires. It looks better, too. For the trans cross member, I have decided it will be structurally better to raise the cross member at the frame, instead of spacing the urethane mount farther from the cross member. The fabrication of the spacers will be twice the work, but it will be stronger.

 

Slow steps. I sold the LM7 motor today, and the oil pan off the new LS3 motor. Tomorrow the 8.8 rear end comes apart. Weather has been nuts up here. Driving through Washoe valley was the worst winds I have ever experienced. Death grip on the steering wheel! It only means more room in the shop!

 

In order to get to the 3 degree pinion angle, I needed to raise the cross member 2.25". I wanted to keep the trans in the desired distance from the cross member mount, so the spacers needed to be at the frame. I used 2" x .12" wall square tube with a .25" plate welded on one side. This is the first test fit of the spacers. I will probably weld end caps on these to increase the compression strength.

 

Here is the trans mount on the cross member.

 

No room to lower the front of the motor??

 

The passenger side header is already close to the suspension. The engine mount adapter plates utilize the stock Dakota engine mounts, so with the width of the engine and the front cross member there isn't any easy way to lower the front. I have some 45 degree exhaust bends on the way so I can see how the O2 sensors will be positioned. GM wants them 18" behind the collectors.




The diff is ready to lift out of the housing. Axles are out. All bearings, seals, e-brake shoes and hardware are here. I am blasting the rear rotors that came on this 8.8 since they are inside the service limit.. I am sitting on the fence about straightening the backing plates, or outsourcing new or used ones. I have a hammer/dolly set, but have never straightened sheet metal yet. I guess an anvil would be a nice addition to the shop. Once I get this rear end rebuilt, and the 4 link installed, I can take the measurements and have the driveshaft made.

 

The '98 Explorer rear end I have has the 31 spline axles. I was hoping it didn't have those dreaded 28 spline axles. So I am good there.

 

If the backing plates aren't hideously expensive, just go for new.

That said, how bad are they bent up??

 

I guess for a junkyard rear end, not too bad. But they are out of round, and out of flat. Bent in every which way from being set down numerous times by a fork lift. The backing plates are the first thing that carries the weight. I have tried looking for new, but Rockauto doesn't sell them. I have found many that say their from an Explorer, but don't look like these. I think I just need to spend more time looking.

 

Those really aren't that bad. At least, not that I can tell from the picks. I'd be tempted to pull 'em off, and hammer 'em out.