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$5k.

it's been said on here many times and i've challenged it many times: except for gasoline [which isn't economically viable based on power output and mileage], many more modern diesels will run popular blends currently used in the MF (WVO, WMO, kerosene, etc). therefore, what's this huge...

first, don't use black font. i do: no one wants to spend the $5k in machining costs that it will take to make custom rods, pistons, head mods, and B&B time and effort just to make a turd more shiny. i disagree: you don't need any of that to make a 5.9 Cummins run at 4k rpm all day and...

i love the disdain, condescension, and judgement. i've said it before and i'll say it again - the only large forum that shows more of this from it's members and mods is Pirate'.

like Ron said, weight transfer is the ticket. with weight transfer comes traction and stability. a tractor may weigh 20k lbs, the trailer likely ~15k lbs. then that leaves ~45k lbs for payload. however, depending on the load placement, the tractor rears can easily receive 50% of that applied...

unless i'm mistaken, none of what High Impact does will get him to an SAE patterned engine adapter.

i'm obviously a proponent of the NV4500 for it's unmatched size-to-strength ratio. that said, off the top of my head i don't know if you can get an SAE bell housing for the '4500 to mate it to the Cat...

Ron, we don't always agree on some issues, but this is one that i am in complete agreement with you.

you should never tow-bar a vehicle heavier than the towing vehicle - period. don't care how many times you've done it w/out incident to date, it's a high risk operation on public roads. again, the hierarchy of preferred towing methods (as i've been taught) based on risk, in descending order...

if you're getting rid of the hydraulic 20k, i'm interested in it.

nope - we're in the modification and hot rodding section. my bob'er ain't exactly 'stock'... [thumbzup] "...Ahhh buckle this. Ludicrous Speed, GO!!!" i wouldn't - those steering boxes are way under-rated for a medium duty truck. remember, there's ~7,000lbs on your front axle alone...

wait... what? why would you go w/ cross-over steering? and how? what box would you use? and you wouldn't need to go cross-over to get hydro-assist; i don't know what power steer box you'd use, but i think some of the HF boxes can be ported for use w/ an assist cylinder. but these boxes still...

mine's not - it is smooth at all speeds (0.0 - 85 mph) and gives steering wheel 'feedback'. the return-to-center feel is not as pronounced as a powered box, but it's there. my point is that it depends on your hydraulic system - mine's a full PSC system [with enhancements] and i have nothing...

curious: what are the spider gear design differences between this and the CAD system used on Jeeps and Dodge trucks?

better than that, they work great. [thumbzup]

wow - i so want an articulated skidder-mog now... :drool:

the easiest way to estimate the power it takes to cruise at a certain speed is a simplified coast-down test. it's a very simple test and can have some pretty accurate results. we experimented with this test in our dynamics class in college and it seemed to make sense. it doesn't differentiate...

excellent - did not know that. waaaaaay more fun. yeah, but IIRC a '94-'97 PSD is still less complicated than a '99+ PSD when it comes to supporting accessories when doing a swap (ex: drive-by-wire throttle in '99+, etc.). i've never done one, though.

i say go for it. you will be up against a couple challenges, though. even though the 7.3 is much shorter in length than the multifuel, the zf6 is much longer than the Spicer - you're going to have to shift the motor very far forward. now, the zf6 is a beautiful trans and will hold up to tons...

anything in particular? helz yes......... i actually got an A3 tank that i'll be laying in the bed. if i didn't get that, i was just going to use a 10 gal tank from Northern Tool (or a 7 gal?). i just ordered a Prince valve: RD512EA5A4B1 - it's a motor spool valve. i had considered going...