sjohn116
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Let me preface this with "I've read almost every thread in the forum for FMTVs on the topic" and think this is a separate conversation from those already posted on similar, but different, topics. If not viewed as "different," it definitely would be a great place to summarize the experiences of those that have made one/both of the changes discussed below.
I have a M1081 that is going to serve my purposes for a truck. It will also serve the purpose of being a very LONG term project truck and, in a decade, likely a full rebuild/restoration. Three vehicles in one. I'm not allowed any more toys/vehicles in this lifetime, as explicitly stated by the boss...other than a classic Austin Mini for her, must be right hand drive. That is a different story.
The uses for the M1081 as a truck are as follows:
1). Once or twice a month to big box stores for whatever wont fit in a passenger car
2). Occasional commutes to/from work, 90 miles round trip, 2 lane country roads (40-55mph speed limits)
3). Use in snow that once or twice a year is measured in feet, and not inches (snow doesnt affect my work schedule, I must show up **** or high water).
All that being said, I am aware of the limitations of the truck, and am not trying to make it into something its not. I have NO desire to drive the truck above 55mph. Its too big, heavy, the tires are too knobby, etc. etc. etc to be trying to keep up with tractor trailers doing 70mph on the interstate. I also have NO desire to take the truck mudding, heavy off-roading, etc. The intended uses of the truck are stated above, and now the debate comes to the forefront.
The argument on the left: Do I go ahead and buy "high speed" axles, not to increase top speed, not to squeeze a little bit more MPG, but to drop the engine RPMs on my mostly back country road cruising, and just have peace of mind that the engine isnt dragging its tongue trying to maintain highway speed?
The argument on the right: Do I buy the detroit-style locker for the rear end to get a bit more out of the truck in the event of a heavy snowfall, even if a rare event? Or do I leave the rear end alone and just "drive thru" the brakes when needed?
Furthermore, it seems that the supply of "high-speed" axles/pumpkins are limited and are only going to get harder to find as the caiman's are destroyed in the scrap yards. The newly-available detroit style lockers seem like they will be more readily acquired, so long as the two companies don't go out of business. Neither of these upgrades are a big priority right now, but with these trucks and the difficulty in finding parts, it almost seems like a "buy now, install later" proposition.
Lastly, if you have made the leap to "high-speed" gearing, please give me your 100% honest assessment of the feel/change in: low end torque/take-off and decrease in RPMs while cruising. I dont need to win a tractor pull in 1st or 2nd gear, but I dont need to put undue stress on the drivetrain trying to get 18,000lbs rolling from a stop, either on level ground or a slight incline.
Ok, I think I've laid out my logic and await the tales of your personal encounters. In a perfect world of bottomless pockets, there would be no debate. But such is life. Money is limited.
HAPPY THANKSGIVING
I have a M1081 that is going to serve my purposes for a truck. It will also serve the purpose of being a very LONG term project truck and, in a decade, likely a full rebuild/restoration. Three vehicles in one. I'm not allowed any more toys/vehicles in this lifetime, as explicitly stated by the boss...other than a classic Austin Mini for her, must be right hand drive. That is a different story.
The uses for the M1081 as a truck are as follows:
1). Once or twice a month to big box stores for whatever wont fit in a passenger car
2). Occasional commutes to/from work, 90 miles round trip, 2 lane country roads (40-55mph speed limits)
3). Use in snow that once or twice a year is measured in feet, and not inches (snow doesnt affect my work schedule, I must show up **** or high water).
All that being said, I am aware of the limitations of the truck, and am not trying to make it into something its not. I have NO desire to drive the truck above 55mph. Its too big, heavy, the tires are too knobby, etc. etc. etc to be trying to keep up with tractor trailers doing 70mph on the interstate. I also have NO desire to take the truck mudding, heavy off-roading, etc. The intended uses of the truck are stated above, and now the debate comes to the forefront.
The argument on the left: Do I go ahead and buy "high speed" axles, not to increase top speed, not to squeeze a little bit more MPG, but to drop the engine RPMs on my mostly back country road cruising, and just have peace of mind that the engine isnt dragging its tongue trying to maintain highway speed?
The argument on the right: Do I buy the detroit-style locker for the rear end to get a bit more out of the truck in the event of a heavy snowfall, even if a rare event? Or do I leave the rear end alone and just "drive thru" the brakes when needed?
Furthermore, it seems that the supply of "high-speed" axles/pumpkins are limited and are only going to get harder to find as the caiman's are destroyed in the scrap yards. The newly-available detroit style lockers seem like they will be more readily acquired, so long as the two companies don't go out of business. Neither of these upgrades are a big priority right now, but with these trucks and the difficulty in finding parts, it almost seems like a "buy now, install later" proposition.
Lastly, if you have made the leap to "high-speed" gearing, please give me your 100% honest assessment of the feel/change in: low end torque/take-off and decrease in RPMs while cruising. I dont need to win a tractor pull in 1st or 2nd gear, but I dont need to put undue stress on the drivetrain trying to get 18,000lbs rolling from a stop, either on level ground or a slight incline.
Ok, I think I've laid out my logic and await the tales of your personal encounters. In a perfect world of bottomless pockets, there would be no debate. But such is life. Money is limited.
HAPPY THANKSGIVING
