It sounds like a transfer case issue. Assuming no one has done a part time conversion, there is a viscous coupling in the case that allows slip between the front and rear
while cornering as your inside wheels travel at different speeds than the outside while in a corner. If you had a...
I've done architectural and in the right areas like Vail Colorado you get more like 2~300 an hour. Custom rails in a Phx neighborhood that go for 45~65.00 a ft
go for 150-175. Working for those with deep pockets has advantages. When i was building my current shop from 2000- 06 for Cruiser...
That's exactly the issue. Rich was trying to build a bumper that reflected his talents. Unless he wanted to settle for making 15,00 an hour for his time , bumpers would
need to sell for 3500.00. Unfortunately ARB has set a US price mark for fronts. The last ARB front I had here at my shop had a...
Because you're lifting the truck at the same time . If you put on the bracket but didn't use a lift spring, then yes, the pivot of the radius arm would
get closer to the ground. The brackets came in different heights. A 3", and 4" to be matched with a 3 or 4" lift
I was. I started using Autocad R10 in the early 90's on an old 286 computer. Everything was 2D . I was always good at visualizing
so I didn't really use 3D very much unless I was doing it for someone else's benefit. I "see" the finished product in my head and
then I "see" it in 2D components...
It was a little harder back then. There were very few cnc cutters out there for outsourcing. Now there are multiple lasers, waterjets and
plasma tables in most decent size cities. I started making plate bumpers in the early 90s when everyone was still doing tube bumpers.
It was about that time...
The first80 rear . I believe these were the last two I built in 2002. I was selling through Man-a-Fre. They couldn't get any interest
over the three years so they cancelled them
What was odd was most of the kits that did sell went to Europe. The Europeans had been using linked suspensions for much longer
while US automakers were using leaf and wishbone suspensions. As a result the Europeans were more educated on the way
a linked suspension works and how changing just...
I don't anymore. I might be the first. I built a whole kit for Man-a-Fre in the mid 2000s. I had drop radius, drop rear lower control,
drop front and rear panhard and drop upper rear control arms. I also built Lower and upper rear controls, the upper being adjustable on the truck. After the...
You don't need to offset the new hole. Your first CAD didn't take into account that the centerline of the axle will move down an equal amount with lifted springs. Our bracket positioned the pivot hole directly under the factory pivot hole and with matching lift coils a 37 stuffed perfectly in...
The brackets won't decrease clearance. The ground clearance will be the same in relation to the axle.
The only real way to add to the minimum ground clearance is taller tires. A linked suspension works best with
the geometry the engineers worked out. The flatter the arm the better. A drop...
The drop brackets will correct caster. In theory the driveshaft angles will follow suit but nothing about driveshaft angles
and vibrations is 100% set in stone. The parallel flange theory is a good starting point but not 100% true 100% of the time.
There are also driveshaft builders that will...
the breathers are more to keep water from sucking into the axles in a water crossing. The temp change from warm driving to cold
water will draw in water. The military vehicles pump air into the breathers on the axles, trans and transfer during water crossings.
The rubber diaphragm and spring in...
This is why I've considered the Zip locker. I've never had an issue with the older ARBs I run or the four sets that were in the
two competition trucks for four seasons. Sadly the Chinese knock offs are designed like the older ARBs but I can't attest for
materials. The cross pin in the ARB is...
correct , but the first gen was more forgiving. If you aren't careful installing the new setup you can pinch the line or push it
enough to contact the ring and you won't be able to check clearance with the diff in place
X2 with @I Lean . Richmond were the worst I've ever set up. Precision were my favorites. They set up the easiest.
I've installed Sierra, Yukon, and they seem to be OK. Obviously OEM is great but you don't get the ratio options.
IMO The best ARBs are the second gen, basically what the zip locker has copied. The first gen was the Roberts locker. Basically an ARB but with four bolts rather than eight in the cap on the carrier. The bolts constantly loosened and the only way to insure reliabilty
was to spot weld the bolt...
Raise each wheel and spin each tire individually. A warped rotor can cause the pads in the calipers to grab and slap in the pins. You will hear it even with a light depression of the pedal. Or drive slowly and just tap and release the brakes. That will cause the clunk. Sounds a bit like...