I've read that a Maverick or some other 8" rears are a direct bolt in for shoeboxes. What I would like to know is what is done about replacing that oddball rear u-joint and can the stock driveshaft be used. It looks to me like you could just change to the newer style horseshoe style u-bolts that come with the newer rear axle. Any advice?
Not sure what you are proposing to do with your car. Are you just changing the rear end and leaving the original trans in place? I believe there is a "conversion" u-joint available that offers the (stock) Mechanics dimensions on one side of the joint and the more common size for Ford & Chevy on the other. That would permit the stock drive shaft to be mated to the Ford 8" rear end yoke. But, if you are changing the trans too, then it would seem to make sense to source a replacement driveshaft with the correct yokes for the trans and rear end you are using. It may need to be shortened,, but that is pretty routine for a decent machine shop.
Okay.....next question.......why are you changing the rear end? The stock rear end is strong enough for the original drivetrain and, even if yours is worn out, a good used third member could be found since many people are replacing them because of larger engine installs. Also, the third member is interchangeable up though '56, I believe, except for station wagons, which used the Spicer axles. If it is gear ratio that you are seeking to change, again, a third member swap could easily be accomplished. Here's the thing about gear ratio....with the stock flathead and overdrive, you will benefit most from a ratio at least in the mid 3's, say at least 3.50 ish, and 3.70 to 3.90 would still be good. IIRC, the stock ratio with OD is 4.10. Since the rear ends are the same thru '56, a later year model rear end with a suitable ratio might be found. 8" Ford axles in general, and Maverick/Comet specifically, are not commonly found in those numbers. By far, the most common numbers I have seen are 2.79, 3.00 & 3.25. With stock horsepower, those ratios are too "tall" to work well with overdrive. I built a '47 Ford with a mildly warmed Merc flathead, 255 cubic inches, and a '50 Merc transmission (NOT OD) and 8" Ford rear end with 2.79 gears. It was okay in town, geared a bit steep, but not too bad, on the highway it was very good. But if it had been an OD trans, it would have not worked out well on the highway. Indeed, there is no way the engine had a enough torque to pull OD with a 2.79 ratio. I dare say, even a 3.25 would have been a bit too tall. Of course, a person could always run it with OD disengaged, but what's the point of that if you have OD available? So, since stock higher numerical ratios are scarce for 8" Ford axles, a person is left with buying an aftermarket ring & pinion set and swapping it in. That doesn't seem very cost effective. Maybe I have misunderstood your intentions, or overlooked something, but that is my take on it from what you have said in your posts.
I install a rear end out of a V-8 Maverick into a 52 Chrysler, without any issues. The U-Joints came from a driveshaft campany and they had them in stock. I went from a 273 Mopar, 904 Auto ending up with a V-8 Maverick rear, all in a 52 Chrysler. I would of just stayed with the 52 Chrysler rear end except that it did not have any provisions for a parking brake. The width was a little less than the original, which let me install wider tires.
I put a c-4 in my 53 Customline, I could not find a crossover u joint from stock to c-4 yoke. I had Napa build the drive shaft, they did a search and I also searched several u joint and drive line sites. I finally ordered a compatible yoke to weld on the drive shaft! Hope you have better luck. Tony
Maverick only came with two ratio's- 2.79 or 3.00. Mustangs had the same, plus 3.25 and 3.55, which can also be found in Mustang II's and Pinto's with the 8". I've never seen a factory ratio over 3.55 in the 8", although they might be out there.
The Maverick axle was not a total bolt-in to my 49 ford coupe. For one thing, the car was really low and the maverick spring pads left my pinion gear pointing up too far. Plus, while the axle sat on the springs and with a pry bar I was able to get the holes in the pads to line up with the spring center bolt, when I was finished, the springs were now bound up at the shackles. The 49 had been hit earlier in it's life so maybe my car isn't the best example. I had to cut the spring pads off and welded on new ones after moving the axle over about 3/8ths inch to center it and adjusting the pinion angle.
if you are taking the effort to go to a ford 8, why not consider a newer 8.8 out of an Explorer. You usually get a traction loc and disc brakes with it. I have a 8 in my 66 Comet and am swapping it out for the 8.8. There does not seem to be a great variety of aftermarket stuff for the 8. Steve
An 8.8 from an Explorer is too wide for a Shoebox Ford. A Ranger pickup would be worth checking for width, and if found correct, Explorer brakes are a bolt on.
You can also go with an 8.8 from a fox body mustang, its about 2" narrower than a ranger axle iirc. You can convert them to 5 lug by using 2 short side ranger axle shafts. Posted using the Full Custom H.A.M.B. App!
I've heard it said many times right here on the H.A.M.B. All it takes is to ask the question and then benefit from the wealth of info available herein. I actually was not intending to switch rearends, not in the near future anyway, but it was just one of those pipedreams that I was curious about. Especially that u-joint thing. You know car guys can't leave anything alone, right? I'm going to have to go along with Hnstray and Buddy Palumbo on this one. Since my car has the stock flathead and the O/D , I will be keeping the stock rear. Good to know that about them being the same up to 1956. Thanks everyone for the great comments. Oh, yeah! One more thing. I swapped out the original 3 speed for the O/D so I have the more desirable taller geared rear. Should be just fine.
the only difference i found was the axel spline was course. same spline from 1949 to 1955.i found the 1956 to have different spline 28 like the 8".i used a 53 housing with the late 56 axels an the 56 punkin.seal axel bearings the same.tore more than1 gasket trying fit over the bolts. i found the model a side gaskets to fit the best.
Ranger 8.8's are 56.5" and 58.5". They went to the wider measurement in 1993, I think. Mustang 8.8 discs, up to and including the 11.65" SVT Cobra ones are a bolt on, after a simple bracket modification. I have them on the 1991 Ranger 8.8 in my Falcon.
Old thread that came alive on a Boring day in Oregon me thinks. That being as the last post before Wtnxt was Feb 4 2014. Still The big issue with a Maverick rear is that around here an 8 inch Maverick rear is as rare as rocking horse poop and all too spendy. They were rare enough in 2014. Below is a wms to wms list of 8.8 ford rears per the Ranger station Ford 8.8-Inch Rear Axle History & Specs - The Ranger Station 90/92 Ranger comes the closest. They have some pretty decent gears avaiable to go with the overdrive trans too. The Shoebox being right at 57 wms to wms.
This thread contains a lot of good 8.8 info. https://www.jalopyjournal.com/forum/threads/8-8-rear-end-for-a-hotrod-info.1203372/
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