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I already have 5 vehicles, so it's a little hard to complain if she says I need to swap one for one...
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I already have 5 vehicles, so it's a little hard to complain if she says I need to swap one for one...
wrote:
. . . I'm doing the Pin7 mod on my 98LX so I can manually select whether or not to engage the CDL in 4LO.
Any photos of the rear view camera POV?
Whats is this Pin7 modification, and what is the benefit?
Thanks!
What LED tails are those? Do they cause any lights on your dash or cause the turn signals to flash fast?Finally wrapped installation of Trail Tailor rear light mounts. Going to make setting up camp in the dark much easier!
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Going to be driving around Zion - Monument Valley - Arches - Grand Tetons over the next few weeks. Any recommendations on easy “off road” experiences that I could take the kids and the LX on? I’m comfortable on access roads and easy terrain, but don’t have experience with difficult terrain or any good recovery gear if I get in a jam. Just looking for some fun short drives to see cool stuff.
No. I'm doing the Pin7 mod on my 98LX so I can manually select whether or not to engage the CDL in 4LO. I did notice on another short hill where I engaged 4LO, the trans temps didn't climb as high. Presumably because I could get into 3rd at a lower speed and the engine wasn't having to try as hard due to the gearing help.
I have 2 big concerns with the trans temps:
1) Towing off-road. Seems that might be mitigated by 4Lo
2) Towing on-road in mountains. Not sure if being in 4Lo (with CDL disengaged) is the best idea or even possible. I would think that since I wouldn't have the CDL engaged, there wouldn't be any additional binding in the drivetrain beyond what would be present in 4Hi. Correct me if I'm wrong, but I think of the transfer case like the 2 front chain rings on a bicycle and the transmission as the 4 speeds on the rear cogset. When you climb steep hills on a bike, you use the smaller front ring. The Torque Lock Converter seems to make the most sense in these cases where I can stay in 4Hi, but lock the converter in 3rd.
Window netsPlease make me a set of these......
I need some clarification here... What speeds are you having transmission temps at?
From your previous posts I'm guessing the trans is only getting hot when you're at lower speeds? If so, you should be in low range specifically for this reason. At lower speeds, it doesn't have anything at all to do with TC lock up, but with the amount of slip (i.e. friction and heat) you're forcing the transmission to do by "lugging" it in high range. You need to take advantage of the gearing of low range.
Towing off road in low range is no big deal at all as long as your speeds are low. If you're in 3rd or 4th gear in low range, you need to shift back to high range. Also, unless you need the extra traction, there is no reason not to run in low range with the CDL unlocked - less bind and less wear/tear.
Towing on the highway (at highway speeds) needs to be (and is only physically possible) in high range.
The CDL being locked or unlocked will have no effect on your transmission temps. Also, the CDL has nothing at all to do with the gearing in the transfer case - locking the CDL simply changes the function of your AWD transfer case (i.e. slip between the front and rear drive shafts) to that of a part time t-case that's been put in 4-high (front and rear drive shafts turn at same speed no matter what).
Window nets
Decided the trailer needed some rock flaps as well. Bought some heavy rubber 18x24 flaps and broke out the 5/16 drill bit. Probably overkill, but the bolts to attach the flaps are Grade8
Then, went on another Hill Country off-road shakedown. Trailer performed flawlessly. LX had a few hiccups with trans temps on off-road climbs (hit 213 on the trans temp at one point - see last pic). Hopefully the manual torque lock converter I'm getting will help address this. The temp fell off rapidly once I'd get to the top of the hill and begin steady cruising.
Anyway, next step for me is to start welding up some additional crossbars on the rack, awning mounts and devise a better way to manually lift and lower the rack (lower for transport and getting in the garage - raise for camping). Since I'll be adding on 4 removable sidewind trailer jacks to the trailer, I'm thinking of welding on 4 more of the pipe mounts a little higher to the corners of the trailer and then weld on some "feet" to each of the 4 vertical legs of the tent rack. My vision would be to be able to mount the trailer jacks inverted on the pipe mounts and crank against the "feet" that are welded to the vertical legs to raise the tent rack (would have to go around to each corner a little at a time) and then secure with a Grade 8 thru-bolt. Hopefully that all makes sense. I only need to lower/raise the tent rack approximately 9".
With the recent HVAC system failure at my house, I've had to reallocate a few grand of upgrade budget towards fixing that So, my grand plan for full onboard electrical with linear actuators, side boxes, sidemounted spare and a new top will have to go on temporary hold.
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No. I'm doing the Pin7 mod on my 98LX so I can manually select whether or not to engage the CDL in 4LO. I did notice on another short hill where I engaged 4LO, the trans temps didn't climb as high. Presumably because I could get into 3rd at a lower speed and the engine wasn't having to try as hard due to the gearing help.
I have 2 big concerns with the trans temps:
1) Towing off-road. Seems that might be mitigated by 4Lo
2) Towing on-road in mountains. Not sure if being in 4Lo (with CDL disengaged) is the best idea or even possible. I would think that since I wouldn't have the CDL engaged, there wouldn't be any additional binding in the drivetrain beyond what would be present in 4Hi. Correct me if I'm wrong, but I think of the transfer case like the 2 front chain rings on a bicycle and the transmission as the 4 speeds on the rear cogset. When you climb steep hills on a bike, you use the smaller front ring. The Torque Lock Converter seems to make the most sense in these cases where I can stay in 4Hi, but lock the converter in 3rd.
What kind of buffing wax did you use? took that dent right out!
Wait.... Which one is your tranny fluid temp? My scan gauge displays as TFT.Decided the trailer needed some rock flaps as well. Bought some heavy rubber 18x24 flaps and broke out the 5/16 drill bit. Probably overkill, but the bolts to attach the flaps are Grade8
Then, went on another Hill Country off-road shakedown. Trailer performed flawlessly. LX had a few hiccups with trans temps on off-road climbs (hit 213 on the trans temp at one point - see last pic). Hopefully the manual torque lock converter I'm getting will help address this. The temp fell off rapidly once I'd get to the top of the hill and begin steady cruising.
Anyway, next step for me is to start welding up some additional crossbars on the rack, awning mounts and devise a better way to manually lift and lower the rack (lower for transport and getting in the garage - raise for camping). Since I'll be adding on 4 removable sidewind trailer jacks to the trailer, I'm thinking of welding on 4 more of the pipe mounts a little higher to the corners of the trailer and then weld on some "feet" to each of the 4 vertical legs of the tent rack. My vision would be to be able to mount the trailer jacks inverted on the pipe mounts and crank against the "feet" that are welded to the vertical legs to raise the tent rack (would have to go around to each corner a little at a time) and then secure with a Grade 8 thru-bolt. Hopefully that all makes sense. I only need to lower/raise the tent rack approximately 9".
With the recent HVAC system failure at my house, I've had to reallocate a few grand of upgrade budget towards fixing that So, my grand plan for full onboard electrical with linear actuators, side boxes, sidemounted spare and a new top will have to go on temporary hold.
View attachment 2017903
View attachment 2017904
View attachment 2017905
View attachment 2017906
View attachment 2017924
Wait.... Which one is your tranny fluid temp? My scan gauge displays as TFT.
View attachment 2019969