That'll make that car into a plane :hehe
Did you ever get enough time with your triple pass radiator to verify its effectiveness?
Are you still going to use the interstage cooler? You've got me very curious about trying this as my "tinker time" is about to quadruple.
Ahhhhh..... Tracking.
What secondary are you going with?
I ran into some of your posts on pirate today researching some things and am looking forward to you getting your rig further along and out there.
On that note, do you have any thread on when you did your hydro assist? I've built several setups, but never with hydroboost. I've been looking into industrial hydraulic pumps to get away from an EOM pump. Curious on what you did, what you're working with, and how it performs.
Also looking for more info on your suspension. Your links look long and parallel. Nothing ever really came from your post on suspension numbers.
Any Thoughts given to trw pumps from heavy Ford or kenworth b model applications?
I would love a thread on your steering mods ghost man.
I've been meaning to learn how to port my box for assist.
I'm curious if a recuperating check valve circuit would make up for your cylinder fill speed.
But it's late and I'm tired.
Before you go with an aftermarket pump read this: http://www.pirate4x4.com/forum/general-4x4-discussion/973826-what-s-going-inside-ps-pump.html
Yeah, I've read that and it's good. I'm also thinking my current pump is a little worn so I'm going to try a new PSC pump just to see how it does. Not a whole lot more than from vatozone.
That's the secondary I'm looking at if I don't like my HTT 364/74. Curious how it works for you.
What's wrong with the shackle flip? Is it their kit in general or the shackle flip itself was a bad idea? I've never heard anything bad about shackle flips.
Instead of running a zero rate, they send a front hanger that drops the front leaf eye. This results in alot more body roll and bad handling because of geometry(too lazy to explain right now).
I would have been better off with a traditional shackle flip and zero rate.
I'm a huge fan of 3 links. They're far more adjustable than a parallel 4 link. Both suspension designs are going to have side to side movement of the axle and that's really the only drawback until you get into large amounts of articulation. On that note, the front of my crewcab is getting linked and I've been tossing around the ideas of radius arms... What concerns me is only have 2 mounts holding the front axle. With a 3 link I'm curious how you'll build the axle upper mount strong enough to hold the weight and torque of our trucks. I'm also curious what joints you'll use.
I'll probably use 2.63" ballistic joints. I have them now and with the new rubbers they are pretty good. The bushings they sell are soft and suck IMO, but the joints are pretty good. the ford axle is getting trussed so the top link will mount on the truss.
You're running hydro assist and hydroboost? Can you pull a full load on both functions and not lose brakes? I'm curious how you plumbed that as the cylinder requires flow over pressure whereas the hydroboost requires pressure over flow.
Any Thoughts given to trw pumps from heavy Ford or kenworth b model applications?
I would love a thread on your steering mods ghost man.
I've been meaning to learn how to port my box for assist.
I'm curious if a recuperating check valve circuit would make up for your cylinder fill speed.
But it's late and I'm tired.
Here's for tapping the steering box: http://www.pirate4x4.com/forum/dodge/944064-tapping-borgeson-box-etc.html
There are a few threads on pirate about how people plumbed their hydroassist steering, essentially just running a T fitting off the pump to the feed the hydroboost and steering gear box separately. There wasn't any feedback on how that worked though, so I'm hesitant to give it a shot when I get my truck back.
Well that sure makes a more sense then. Awesome.
What size cylinder did you use?
I believe its 1.5" x 8". Smallest one they offer I think.
Have you put any thought into the design of the 3-link yet?
LCA mounts on axle as far outboard as possible and level with axle centerline.
look into this some more. moving the LCA pivot up directly behind the axle will put a lot more stress (pull) on the upper arms during braking and also on the bushings during compression. this is because the axle wants to tilt.
As an example, my fox chassis mustang had similar rear suspension design and it would tear the rear upper mounts out since they were the only thing preventing the axle from tipping up under power, or down under braking.
The further down under the axle the mounts go, the more this force is reduced and transferred to the LCA . $.02