Phil_F_NM
Camera hacker
The S series has had that suspension reaction since 1983 and it has only gotten better. It trickled down to the E series wagons as well, beginning with the W124 chassis and continuing to the present.
Phil
Phil
Calzone
Gear Whore #1
Having the grandson was great yesterday. What a good boy. I sense I’m a role model for him, he is “tool-man” and seems to have outgrown the fascination with guitars. He also says “Me,” when I show him something like my truck.
Phase-one of my C-10 buildout is about 20K. Ouch, a lot of work, and I can see the great potential. The experiences of having done a performance V-8 transplant before, the many upgrades, and driving experience with a 130 inch long wheelbase Checker Limo gives me great insights.
The 3.50 rear axel gearing seems ideal, and the gearing is tall enough that it will help prevent doing unintentional burnouts, yet I could chirp the tires when I shift.
The T-56 tranny though comes with a hydraulic clutch though, so the engagement of power will be smoother and not as violent as the mechanical system I had on the Jeep.
I kinda see trucks that kinda display crazy engineering, but are just displays of wealth, and are all show and no go. Slamming a truck and air-bags is not for me.
Also I’m looking at the old and proven technology. In my case a carb on a ZZ6 engine has the better power band for torque, although it has a lower redline (5600 RPM verses 5800 RPM) and develops 15 les horsepower. 405 HP is plenty…
The lack of EFI also simplifies things and saves money. The fuel supply gets lots more complicated with fuel injection, and there is also a lack of a computer and sensors. The idea here is to keep everything simple.
I loved the feel of manual brakes.
The 31x10.5 tires I had on the Jeep had a wide enough footprint for great traction, but the limit on the front tire width is a 235. On an 18 inch rim the width would be 8.9 inches width using a 225/60R18, allowing me to keep manual steering.
On the rear axel 275/50R18 on a wider rim would provide a 10.8 wide footprint for traction. This tire would have a lower profile and less cushion, but in a pickup truck most of the weight is in the front.
My 1980 Jeep CJ7 had 235’s and used manual steering, so I know the extra road feel and the upper body strength needed to say park. Turning a stationary vehicle with no power steering utilizes a larger diameter steering wheel for leverage. This also kinda slows down the steering a bit. The trick here is just to have the tires rolling and the friction is vastly reduced.
Point is I could live with manual steering. As they say, “Less is more…”
Cal
Phase-one of my C-10 buildout is about 20K. Ouch, a lot of work, and I can see the great potential. The experiences of having done a performance V-8 transplant before, the many upgrades, and driving experience with a 130 inch long wheelbase Checker Limo gives me great insights.
The 3.50 rear axel gearing seems ideal, and the gearing is tall enough that it will help prevent doing unintentional burnouts, yet I could chirp the tires when I shift.
The T-56 tranny though comes with a hydraulic clutch though, so the engagement of power will be smoother and not as violent as the mechanical system I had on the Jeep.
I kinda see trucks that kinda display crazy engineering, but are just displays of wealth, and are all show and no go. Slamming a truck and air-bags is not for me.
Also I’m looking at the old and proven technology. In my case a carb on a ZZ6 engine has the better power band for torque, although it has a lower redline (5600 RPM verses 5800 RPM) and develops 15 les horsepower. 405 HP is plenty…
The lack of EFI also simplifies things and saves money. The fuel supply gets lots more complicated with fuel injection, and there is also a lack of a computer and sensors. The idea here is to keep everything simple.
I loved the feel of manual brakes.
The 31x10.5 tires I had on the Jeep had a wide enough footprint for great traction, but the limit on the front tire width is a 235. On an 18 inch rim the width would be 8.9 inches width using a 225/60R18, allowing me to keep manual steering.
On the rear axel 275/50R18 on a wider rim would provide a 10.8 wide footprint for traction. This tire would have a lower profile and less cushion, but in a pickup truck most of the weight is in the front.
My 1980 Jeep CJ7 had 235’s and used manual steering, so I know the extra road feel and the upper body strength needed to say park. Turning a stationary vehicle with no power steering utilizes a larger diameter steering wheel for leverage. This also kinda slows down the steering a bit. The trick here is just to have the tires rolling and the friction is vastly reduced.
Point is I could live with manual steering. As they say, “Less is more…”
Cal