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awesome.

it looks like the images of my neighborhood are between 6 and 7 years old. weak, google. weak.

be careful with that statement - the few 545s that i've come across are all SAE2 patterns and the info on this site says the multi is SAE3.

by offering direction/opinion related to the question asked. i already stated that an auto trans wouldn't easily fit without an engine swap. i just didn't understand how a different (i.e. completely re-worked to include powertrain) was relavent to the OP wanting to find a trans that would...

and how does the Canadian deuce help with the original question? :?

i think it'd do better all around with about a 5.80-ish axle gear.

that's what is says on the placard in my truck. [thumbzup]

i disagree (sorta). the trick is getting it to fit. the stock Spicer is about 19" in length. you won't be finding a medium duty auto trans to fit in the same 19" spot. something will have to give; either change to a shorter motor in the process or shift the transfer rearward (which will only...

lookin' great, Jesse! [thumbzup] now get the thread up on here. :mrgreen:

or you could use a single-ended cylinder and bolt that to the tie rod. trouble with that is you have differing turning speeds and pressures due to the different volumes on each side of the cylinder. one way to counter this is to use two single-ended cylinders, opposed, but plumbed in parrallel...

to the original topic, i believe adding hydraulic assist system that bolts onto the steering column is going to be extremely difficult to get dialed in correctly. the trouble is matching the input to the valving from the column to give just the right amount of assist. if the input into the...

no, i'm not. i never said that i wouldn't be on the hook if the modified steering system failed and caused an incident. however, my point was that failure of the steering system was just as likely as failure of the brake system. then you stated that the manufacturer would be liable for the...

no, you cannot do this. the solid tie rod and steering cylinder with links will have differing lengths thoughout the steering cycle. this is because the centerline of the steering cylinder stays fixed (as compared to the axle centerline) and relative to the steering knuckle ends. so if the...

there will still be some tire scrub on the powered wheel. i see no value in welding the intermediate differential and adding one lockout hub. you can buy an OEM locker for the price of a hub and axle shaft.

we're talking about brakes again, right? oh, wait, that's right - when you need to panic brake (peak brake pressures) and a hose bursts, you're going to down-shift your way through the panic-stop. gotcha. obviously you fail to see the logical connection, and therefore fatal (no pun...

so, let me get this straight: if a brake hose blows on your deuce, then the family of the deceased will (successfully) sue AM General? and you, as the owner, are not responsible? sorry, but that's not how things work.

you mean like your brake system?

and don't forget about the dozens of posts that completely rebuke this statement.

the NP203 is a neat animal - it has a center differential to act as a 'Full-time' transfer case, but has a 'Lock' option. this 'Lock' couples the front/rear outputs together just as a 'Part-time' transfer. you use this when you're offroad in slippery situations. in all actuality, this 'Lock'...

these are two perfect examples of 'Part-time' vs 'Full-time' transfers. 'Full-time' transfer cases have some sort of provision for speed differentiation and/or torque management between the two outputs. 'Part-time' cases do not. the air-shift transfer cases are 'Part-time' cases because...