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Idahome
Joined: Wed May 2nd, 2018
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So you re pin the trans plug to match the chassis connector or the chassis connector to match the trans plug?
the big white plug on side of trans plug is part of the solenoid wiring/transmission
They changed 96-97 has loose wires, 98-05 has a plastic wire carrier inside the pan.
You cannot re pin the trans side of things, it is embossed in hard plastic after it is built so water does not get in trans
re pin the truck side because 99.9% of the time we want to use the 98-05 wiring and solenoids inside the 96-97 trucks
Yes but you can move 1-2 wires at a time, its not as difficult as the chart makes it appear, it can even be done in the truck with exhaust in place even in my 88. Its a PITA but it can be done, usually through the floor.....
Is the 4r70w plugs the same in all 4r70w vehicles? If I could get black06 to nab me a few dozen pairs I could just make re pin adapters I bet they would sell LOL. I bet his work is filled with old crown vics.
OK thanks for that info it is totally clear now, I asked a second question about the front driveshaft if it would fit as is after the conversion or if I have to alter it.
Either way I should probably get it from him to build my driveshaft collection as you have
yes the plug on the side of the trans is same all years 4r70w as far as I know 5.0 and 4.6
front driveshaft will likely need shortened, just an inch or so. Also the addition of the conversion U joint.
For some reason when bolted to the 5.0 the 5.4 and even 4.6 shafts are just a tad too long. So I take the shaft apart at slip yoke,grind off some material from both halves and it usually is enough.
It is also possible to push the back of your transmission over to pass side about 3/8" or more by slotting holes in trans x member. This helps with rear driveshaft clearance and front shaft length. Take it a step further and move your 5.0L rearward 1/2" when you drop it in. (FYI You can still fit gt40 intake spacer in 98+ ranger even with the 5.0 moved back 1/2")
YES always get the driveshafts.
I see it like this:
Trips to get parts at junk yards or wreckers or whatever cost time away from the shop.
After a CONVERSION (caps to show a drive train conversion is a big deal!) having 3-4 driveshafts to choose from will save you time and $$$ instead of piecing things together
If I go to the yard and the only set of non dented front and rear driveshafts I can find are from a 5.4 truck, not 4.6 and not expedition (my fav because sometimes they bolt in 4 door ranger and sport trac) I will try to swing a deal and get the shafts for like $10-25 each and take home a few. This way I have parts and pieces, because that is what the driveline shop needs to build the rear shaft for me, the yokes and parts
I like the early 4.6 shafts from exped or short f150, but you cannot always find those.
Also I can build my own front d shafts in house because its a part time t case and I have a welder and a flat surface :)
The rear shaft is the $$$$$ part...but we are still getting off cheap converting to v8 and only really needing exhaust and a rear d shaft! cheap as far as conversions go.......
Last edited on Sun Nov 4th, 2018 11:42 am by 410customs
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I build custom RBV, specializing in drivetrain conversions, wiring, suspension and complete custom trucks