95 bronco 460 carbrated mud truck

I have a 95 bronco with a carb 460 external balance I think it's got a two weel tranny and devorsed transfer case besides being way to long it doesn't line up with stock front axle can I use a c6 from 351m and bolt the stock transfer case to it? Or I have a 4 speed from a 351w 80s looks like the flyweel will bolt to 460 do I only have to change the bellhousing? I can't find a 460 4x4 transmission close to home and the c6 that's in it isn't geared low anuff always driving in low range and keep going through front drive shafts so I would like to go with 4 speed with bull low first gear but depending on how much work I can put the c6 in for this winter I no I can get it and need to start plowing the driveway if someone could help me out it would be appreciated

first a 351W flywheel will not work on a 460 as far as I know, the 351m c-6 will work on the 460 with the correct flexplate(internal or external balanced 460). If a c-6 isn't geared low enough then you would be better off changing differential gearing. How high is this bronco lifted? what size tires are you running? I cant imagine trying to run a divorced case in a bronco as the rear driveshaft would be at some horrible angle and the front would be hitting crossmembers.

I had to make everything work but ya it's pretty short 38.5 supper swampers probably 9 inch suspension lift I would like to use c6 as long as I can bolt my stock transfer case to it i don't think the 79 and older transfer case line up with my front end. Can I use the flyweel and starter that I'm using now

The older transfer will work fine with the newer body vehicles. Yes the alignment of the driveshaft is off a little side to side but much less than it would be up and down. I have run trucks with cases switched both ways to achieve a desired final drive ratio I needed at the time. If you are destroying drive shafts something else is wrong. Also the 203, 205, 208, 1345, and 1356 ford transfer cases all have the same bolt pattern and will switch back and forth on the adapters of the c6 transmission. The older trucks(pre 1980) will require a small notch in the drivers frame rail for clearance when installing the aluminum transfer cases as well as some minor modifications to the transmission cross member.

My guess with 9 inches of lift on 38.5 tires and a divorced transfer case(In a very short wheel base vehicle) you are getting u-joint binding and/or your u-joints are not properly timed causing the driveshaft failure. Also you need to check for proper driveshaft length and freedom of movement in the slip yoke.

The yoke is what keeps failing in front drive shafts the back one is very steap the front is 6 feet long it's out farther side to side then up abdominal down but I don't know what it's out of found it in long grass at a buddy's place

I dropped the transfer case about four inches the back drive shaft is steep but lined up never gave me a problem

You also said you were having to drive around in low range, what gears are in the axles? with 38.5's you need at least 4.56-4.88 for decent street manners. Any lower and the c6 will be cruising around 3000rpm at highway speeds. If it's just an offroad play toy, I'd be around 5.13's. Also assuming you still have the ttb front axle. If you've gone this far to put a 460 into a newer body style, I'd be looking for a solid axle swap so you can keep it aligned and help reduce wear of axle parts up front. The TTB will NEVER stay aligned if you take it off road, and overtime the levereged effect of the drop suspension links have been known to try to rip from the under engine crossmember. Just food for thought...

I do more off road than anything but it is on the road it never sees the hwy it's got a 9 inch rear end not sure what geers it's all stuff I had around the house I like the newer front axle I do more trail then mud I have e350 front springs with air bags think that might help me with keeping it aligned

I have ripped out drop in front but I think I got it welded in over kill

Bart Knox wrote:I do more off road than anything but it is on the road it never sees the hwy it's got a 9 inch rear end not sure what geers it's all stuff I had around the house I like the newer front axle I do more trail then mud I have e350 front springs with air bags think that might help me with keeping it aligned

You say the c6 isn't geared low enough so you have to use low range in the transfer case, but don't know what gears are in the rear axle? Don't mean to sound like an a$$, but you really should be looking there and make sure the front and rear ratios match before spending time and money in swapping in another transmission. C6's were behind 460's for many years for a reason, they work! Your problem is not in the motor/trans/transfer case, its down at the axles.  As for the front, air bags and e350 springs will help raise the truck up and handle the weight of the BB, but that won't help keep it aligned. The center piviots waller out and try to rip themselves from the frame. This was the main reason I SAS's my 95 F-150 with 6" lift clearing 38's, but it seems you aready know that and continue to deal with it:

Bart Knox wrote:I have ripped out drop in front but I think I got it welded in over kill

Or were you referencing the spider gears inside the diff?

I have ripped out drop in front but I think I got it welded in over kill

The axles are out of same truck 82f150 pretty sure they mach up they were in the Bronco long time before I put the 460 in

Bart Knox wrote:The axles are out of same truck 82f150 pretty sure they mach up they were in the Bronco long time before I put the 460 in

1. So you swapped at ttb from an 82 F-150 in a 95 Bronco that already had a ttb? uh, don't even know where to go with that...

2. In 1982, there were no factory stock 9" rears installed. That stopped early 1981. So the 9" probably isn't original to the 82. Guessing your factory speedometer doesn't work, or you don't care about that.

3. So, you went through the effort to swap in a 460/2wd c6 and divorced transfer case (which you never said which one, so assuming a NP205), but don't know what gears are in the axles (which you also swapped in)? Again, not to sound like an a$$, but your front driveshaft and axle breaking issues are more likely because the front and rear differentials have different gear ratios in them and are binding. The front is much weaker than the rear, so that is why you have problems there. The reasoning you have to put the transfer case in low range to drive around is, again, your gearing isn't low enough at the axles to compensate for the additional torque needed to turn 38's. ALL c6's came from the factory with 2.46/1.46/1 ratios, coupled to the assumed NP205 transfer case (1.96 low range), I'm betting you have 3.55 gears in the rear axle. Especially since it was the most common gear ratio offered in F-150's, be it 2wd or 4wd. But, I guess I'm just blowing smoke, so go ahead and find you a NP435 4 speed trans or get froggy and swap in a ZF5 for a 5 speed trans and continue to have problems....

Although I completely agree with Karl I will add that although not as common as the 3.55 gear ratio I have seen a lot of early 80's 4x4 trucks with the 3.00 gear ratio.

lghting94 wrote:Although I completely agree with Karl I will add that although not as common as the 3.55 gear ratio I have seen a lot of early 80's 4x4 trucks with the 3.00 gear ratio.

That CAN't be the problem. He's got to take out the c6 and swap in a trans with a lower ratio....

This is my first build that wasn't a bush truck thot I was so close to being finished i don't see any numbers on the rear end how did i tell the ratio if this is the only problem i might be able to do something doesn't have much money to do anything major right now

I don't know how to tell what the transfer case is it has a pto if that helps the drivshaft is like 6 inches out side to side on the front seems like a long way the only help I had for questions like this past away last year

And everything came out of that f150 it turns out it's a 81 I left the front lift atached to the axle switched both axles because I thought the 9 inch was geared lower than my stock axles everything was good till I changed to the 460 and older transfer case I don't know what the transfer case is out of found it outside at a friends house

Best way to find out gear ratio is pull the rear chunk and find the numbers on the ring gear. Another less exact way is to jack up the rear turn both tires(with truck in neutral) the same direction and count number of time tires turn in one driveshaft revolution. as far as I know all transfers in high range are 1:1 ratios. What's the 460 out of and what condition is it in maybe it just slap worn out and needs a rebuild. I still think something else is wrong in your driveline to be braking yokes.

I think I killed the front diff last night need a new one will make sure I get the right one the 460 was in a 77 f 100 with home made motor mounts it looks like it had the polotion tubes on back of heads don't know how to tell year I'm gessing early 80s I bot a new 600cfm carb and Msd ready to run distributor seems to run good i looked at it for hours last night keep coming back to front drivshaft being six inches out side to side the back is so short and steep but is as good as the day I put it in maby I just got lucky welding it together will any c6 4x4 output shaft work in my transmission to attach transfer case I don't care about the gearing for now l just want to get it going

There are two different c-6 output shafts for the 4x4 transmissions they are the same diameter and spline count just different lengths. If you are welding up your own driveshafts are you making sure they are timed correctly?

Timed correctly? Now that's just crazy talk. This is a high tech fabrication project, home welded driveshafts are minor. Don't worry that they break, just bubble gum more weld on it.

Th drivshafts are lined as good as I could by eye and non of my welds have broken

I'm a logger use to making stuff work on old skidders