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Might start looking in to Mevotech. They have their TTX line which they claim to be heavy-duty, or at least heavier built. https://www.mevotech.com/brands/ttx/ product listing for their TTX lower balljoint for 2nd gen Explorer. https://www.mevotech.com/part/TXK8695T I did get a Mevotech TTX...

I put a socket on the shaft that I gave some love taps to. That pushed the shaft out of the bearing, gear, and VC. It wasn't a super tight fit, if I remember correctly. the change in play could have been a placebo affect. As for the noises I got after initial rebuild, that was because I screwed...

I haven't fixed it! General consensus has been that it's not a huge deal.

I believe this is what you need for an OEM style replacement for the rear leaf eyelet: https://www.autoandtrucksprings.com/ford-rubber-encased-bushing-free-shipping-rb131/ Product ID : RB131 (Application) (1983-2003) Ranger, 2wd, 4wd, All Models, Rear Eye of Rear Leaf Springs, (1991-2001)...

Is it the shackle-to-frame bushing what you are intending on replacing? Pretty sure that's what the part is, based on the description: REAR OF THE REAR UPPER FRAME BUSHING (STEP DOWN). None of the other bushings are step down. I've read that it's a real pita to replace. Think there's a couple...

I had time to let it cure overnight. but do searching on it, and plenty of folks fill up pretty much right after tightening the cover without any leaking issues.

that sounds pretty much identical to what I did.

that would not be an easy task. the inner-joint plunge doesn't really have or allow that amount of lateral movement.

A half-assed test if you wanted. Can't recall if I put it in Neutral or not but, lift one front tire. You should be able to rotate the tire. It will certainly be stiff and take some umph, but it should turn slowly. There's probably some spec on nominal required torque, but I never could find...

I think I've come to the conclusion that the transfer case was never the issue. I still have some vibrations, but I have no clue wtf they are coming from, and I think I've kinda gave up on looking for it. It's been there for so long, and I can't actually find anything wrong and nothing has...

There should be a how-to rebuilding bw4404 thread in the transmission and transfer case section, iirc. How To: Rebuilding a Borg Warner 4404 I'm only up to like 228k. Only living 4 miles from work, I don't have to drive much anymore.

Double-cardan is not the be-all end-all. There's a reason Ford moved away from double-cardan to GKN CV joint in the 2nd gen Explorers. That reason was NVH-related issues. Hence a TSB on the 1996-1997.5(?) MY to replace the 4404 with a different model which is the one that accepts/uses the GKN...

Do you mean the angles @ front and rear outputs of the t-case? I don't have a 4406, I've just been struggling with a vibration issue for years (literally), and decided to check out the driveline angles, along with checking specs in my factory service manual (no t-case output angle in specs...

edit: derp, disregard previous post. Front pinion angle is about 3.0* Not sure on the angle of a 4406, but the 4404's front output is also angled upward, about 4.5* Driveshaft angle is about 3.1* That makes for a huge operating angle @ the t-case. About 7.5*. Operating angle at the pinion is...

So going to necro this again. Transmission was rebuilt and at least shifting issues resolved. Still this damn NVH. Starting to think possibly driveline angle related. Could use input on whether my thought process is correct. Rear driveshaft angle is about 0.7* out of spec (7.4 spec, actual is...

I'm not going to say it would difficult to get them out of whack, but it's certainly not something that can be done terribly easy (accidentally), either. The only way to get them popped out would take a fairly significant amount of rotation on the carrier. If they got slightly mis-aligned, it...

You could just hook up the driveshaft put the transmission in gear, that would hold it in place. Or as you stated, have a helper hold on to the pinion shaft. Third option would be to reinsert the cross-pin and slide the lock bolt in place. To be honest, I can't remember what I did. Though I do...

looks like the steering kit Dixon Bros Racing made for their long-travel suspension. Steering Clevis Kit http://www.dixonbrosracing.com/content/view/8/2/ Doesn't seem to be available stand-alone anymore, even on Vegas Dezert Fab who apparently took over building the kits?

https://www.ranger-forums.com/suspension-tech-36/coilover-brackets-me00stepside-official-thread-119089/page85/

yeah, stock CV. Though I had purchased a shaft with a single u-joint at each end, terrible vibration. Then had it converted to a double-cardan at the t-case end, still had a terrible vibration. It was felt and audible even at slower speeds. That NVH is also why Ford switched to the ball and...

I can say that, at least the BW4404 on my 97, the front t-case output is actually angled upward. Shaft itself is almost parallel with the pinion shaft. My crude drawing from several years ago. left being the pinion

I believe the NVH I've been experiencing for the last 10-12 years has been transmission related all along. Couple weekends ago, on the way home from an early departure of camping, suddenly started experiencing issues with the 1-2 shift; delayed/harsh. Did filter and fluid, no change. Filter...

so ford.trans.tcil Trans Control Indicator Light is literally saying whether the O/D Off light is on or off. ford.trans.tcil_f Trans Control indicator light malfunction is literally saying whether or not the lightbulb is functioning. Fault Detected was because the bulb was dead.

Any ODB computer software that can do this? My '97 with 4R70W. I have ScanXL Pro + Ford Enhanced. Trans control indicator light status reports On and transmission control indicator light malfunction reports Fault Detected. It reports No Fault Detected for the shift solenoids or TCC...