9-inch Ford-style Rearends - Anatomy of a 9-inch

Spinning the pinion using an electric motor, and hence meshing with the ring gear, will indicate the contact pattern.

When the pattern is set correctly, the ring gear will look like this. Adjustments are made by re-adjusting the backlash, using the spanner nuts, or in some cases, by shimming the pinion in the support. The pattern should be central on the ring gear teeth.

The yoke is installed on the pinion to complete the third member assembly, and tightened with an impact wrench.

While the third member is being assembled, the casing is placed in this jig, a fixture dropped onto the carrier bolts, and the axle shafts checked for length. They should butt up to the fixture. This axle uses Currie’s new billet 31-spline shafts.

Once happy with the length of the shafts, the wheel studs are pressed into place.

Another dedicated drift is used to install the seals in the bearing housings.

With a bead of RTV sealer on the housing, the third member gasket is installed, followed by another bead of RTV.

Third members are heavy, and with the number Currie installs, this hoist is a back saver!

All-new brake assemblies are installed next. These are 11 x 2 1/4-inch drums, the assemblies sourced directly from Ford, though Currie manufactures their own drums. The brakes use the Aftermarket Brake Configuration Standard (ABCS), which was developed to provide interchangeability, meaning 11-inch Explorer and 11 5/8-inch Mustang discs, as well as Baer, Wilwood, and SSBC discs can all be directly swapped for the drums.