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A BIG 10-4 on that!!!.... torque conversion....that's handy.Gnarls.
no stalling unless your trying to hard.torque converters can triple engine torque output.no loss of drive whilst shifting.but sshhhhh... dont tell BigMike.
fluid couplings are for chumps
does the misnomer say it makes more torque?also, the cure for stalling is driver educationif your that worried about oil starvation, fit an accusump or dry sump it or fit more baffles in the pan. gravity is the cause of oil starvation not lugging.
does the misnomer say it makes more torque?
also, the cure for stalling is driver education
if your that worried about oil starvation, fit an accusump or dry sump it or fit more baffles in the pan.
gravity is the cause of oil starvation not lugging.
The greater mass of the heavier flywheel will still be an awesome advantage even with the Crawler case. The Turbo flywheel and clutch assembly that Marlin sells are heavier and are for just that purpose of keeping the RPM's rolling at crawl levels and great grabbing ,of course. Converters are still great on the trail too.
That looks great! Where did you get thoe little routing tabs for the hard line? Did you make them?
The wife is taking the kids out of town for a few days so I'm starting the process of building a square front drive shaft while they are gone. I've been planning to use a two u-joint drive shaft instead of a double cardan for a while now and have the parts pretty much ready to put together. I have a hi pinion front diff and duals but the outputs are not quite parallel to each other. They are close but definitely not parallel and if I understand how the axle will move while driving I think they will become even less parallel under load. This has me rethinking the double cardan joint a bit. Additionally, the bud built cross-member seems like it was meant for a double cardan and I have a little concern there might be some contact issues under full flex with a single ujoint. I currently have a double cardan off the 85 parts truck and one off my 94 IFS truck in the garage. So questions are how close to parallel do the output flanges need to be in order for a simple 2 u-joint drive shaft to work effectively? Since I'm not perfectly parallel should I plan to use the double cardan at the T-case output? Finally should I use the 85 double cardan over the IFS if I go that route?
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