What is the best rearend for the money?
- Thread starter 65inworks
- Start date
But to my knowledge the 8.8 is fairly bulletproof as well isn't it? I mean it depends on what you want and where you can find it. If you want five lug disc brakes it is going to be a lot cheaper and easier to find an 8.8 but if you want four lug drum brakes then a 9 should be cheaper because you can just scrounge one off of any old ford V-8.. but then again if you just find a random 9 or 8.8 finding around for cheap that should help in making up your mind right?
unluckyengineer said:
yes the 8.8 is fairly bulletproof, but he has the 8", the baby brother to the 9" rear. the 8.8" rear is a completely different animal. yes the 8.8 can be modded for installation in an early mustang, but since most are the wrong width and or the wrong wheel bolt pattern, by the time both rears are found, purchased, and modified, you are into each for about the same money.
Great68
Founding Member
70vert
New Member
sorry I meant to say the 8.8 on the whole drum brakes. slip of the tongue. I have the 8 inch ,in my baby six so I am looking at the same options and right now I want to probably go with Explorer rear disc for the five lugs and then I can put on some bullitt rims and people say the conventional rims make it look pretty good even though it is wider.. I am going to be putting on the v-8 spindles and then putting some disc brakes on that and upper and lower control arms. Make sure that you get all that stuff handled as well as the rear by the way.
65fastback2+2
New Member
8.8" is only 2 inch's wider on 65/66's and its the same width on 67+ so there really isnt that big of a deal. If you are putting a 8.8" in a 65/66 easy thing to do is just get different backspacing wheels. Only bad thing about 8.8" is changing the gear sets is a pain, not easy like a 9". However a 8.8" with discs and a 3.73 trac-lok can be had at most junkyards for $200-$300.
ratio411
Founding Member
The 9" is best for the money hands down!
They are so widespread and used in so many applications, even non-Ford apps, that parts are readily available and there are an infinite variety.
8" rears have a lower 'entry fee', but the parts for the 9", even light duty parts are very strong and reasonable.
To keep the price down, use a standard carrier and support. Spend a few bux on the differential and be done with it.
The 8.8" is good in theory, but then you look at the details and it gets sticky.
The pumpkin is offset differently than the 8/9 rears (rear cannot be centered without narrowing one axle and tube), you have to change all the mounts, you have to worry 4 or 5 lugs, etc...
The 9" can be found to bolt right in, even light duty parts are significantly stronger than the expensive 8" upgrade parts, and the 9" only weighs about 10 lbs more.
Then you can use Exploder disc brakes if you want to be really creative.
Good luck
Dave
BTW: If you have 5 lug 8" axles, they can be used in a small bearing 9" rear with a 28 spline locker. Assuming same length tubes of course. The axles are not the weak point in an 8", it's all the stuff in the chunk.
They are so widespread and used in so many applications, even non-Ford apps, that parts are readily available and there are an infinite variety.
8" rears have a lower 'entry fee', but the parts for the 9", even light duty parts are very strong and reasonable.
To keep the price down, use a standard carrier and support. Spend a few bux on the differential and be done with it.
The 8.8" is good in theory, but then you look at the details and it gets sticky.
The pumpkin is offset differently than the 8/9 rears (rear cannot be centered without narrowing one axle and tube), you have to change all the mounts, you have to worry 4 or 5 lugs, etc...
The 9" can be found to bolt right in, even light duty parts are significantly stronger than the expensive 8" upgrade parts, and the 9" only weighs about 10 lbs more.
Then you can use Exploder disc brakes if you want to be really creative.
Good luck
Dave
BTW: If you have 5 lug 8" axles, they can be used in a small bearing 9" rear with a 28 spline locker. Assuming same length tubes of course. The axles are not the weak point in an 8", it's all the stuff in the chunk.
The 9 is the answer to your question.
The 8.8 is a great rear end, but it will take some work ($$$) to get it to fit into a classic stang. There's more to it than just the width. For example, the 8.8 doesn't have spring perches and the pinion is not centered. The 9 is a direct bolt-in for a 67-70 (9s exist for 65-66 but are very hard to find so most will get them cut down to fit) and are pretty easy to find for around $200.
The 8.8 is a great rear end, but it will take some work ($$$) to get it to fit into a classic stang. There's more to it than just the width. For example, the 8.8 doesn't have spring perches and the pinion is not centered. The 9 is a direct bolt-in for a 67-70 (9s exist for 65-66 but are very hard to find so most will get them cut down to fit) and are pretty easy to find for around $200.
dodgestang
Active Member
65-6 mustang....
Currie Full set up 9 inch $2k and up
57-9 ford 9 inch bolt in application - $200 for the housing w/ axles
Bearings and seals - $100
New center section with gear of your choice - $700
Bolt your drum brakes on from the 8 - free
Upgrade to rear disc - SSBC kits are about $700
Total price tag - $1000 and up.
I run a 57-9 ford 9 inch in my 65 with a true dyno tested 394 RWHP and 355 ftlbs. Works great traction is the problem. BTW - if you are making 300+ at the rear tire and add another 100....you will need a different trans.
Currie Full set up 9 inch $2k and up
57-9 ford 9 inch bolt in application - $200 for the housing w/ axles
Bearings and seals - $100
New center section with gear of your choice - $700
Bolt your drum brakes on from the 8 - free
Upgrade to rear disc - SSBC kits are about $700
Total price tag - $1000 and up.
I run a 57-9 ford 9 inch in my 65 with a true dyno tested 394 RWHP and 355 ftlbs. Works great traction is the problem. BTW - if you are making 300+ at the rear tire and add another 100....you will need a different trans.
