- 899
- 575
- 93
- Location
- tucson AZ
Out & about testing stuff.
Last edited:
-
Steel Soldiers now has a few new forums, read more about it at: New Munitions Forums!
modified LMTV is coming along well
- Thread starter olly hondro
- Start date
- 2,179
- 3,333
- 113
- Location
- Florence, SC
Looking good
wandering neurons
Active member
- 252
- 123
- 43
- Location
- Fallon, NV
OK, I'm seriously jealous of what you're doing. While I don't need the cage and such, I'd love to be able to move across the Nevada desert trails at more than a crawl. Please keep this thread up to date with your mods especially with suspension.
And I love Tucson, lived there ten years - 1995-2005. At one point, I had my lifted Bronco dragging a station wagon back ONTO Reddington Pass, and another time playing with a Deuce in the area. But it's changed since then...
And I love Tucson, lived there ten years - 1995-2005. At one point, I had my lifted Bronco dragging a station wagon back ONTO Reddington Pass, and another time playing with a Deuce in the area. But it's changed since then...
- 899
- 575
- 93
- Location
- tucson AZ
Yes, will do. Suspension is top of the do-list. So far, I deleted the lower leaf from the rear spring pack as the static load on the rear axle is only 4560 lbs (stock was 6240). That was just to set the ride height. Next step is to remove the front shocks then test to baseline the suspension response then work it from there. It is going to porpoise and go bouncy, I get that, but its just a measurement.
coachgeo
Well-known member
- 5,158
- 3,482
- 113
- Location
- North of Cincy OH
shock... lol..... unless you upgraded shocks already....... there is little to nothing in the OEM shocks when it comes to "shocking". They are mega soft. Granted they also have a limit strap effect to them
wandering neurons
Active member
- 252
- 123
- 43
- Location
- Fallon, NV
Right - without the extra rear leaf, softer rear suspension especially without a normal load. And removing the shocks allows defining suspension travel limits. That can be done without driving - somewhere I've got an old book on setting up suspensions for race cars. Race trucks are the same, just a lot larger. If I remember correctly, it entailed getting the whole end of the vehicle in the air at the frame to test full droop to full compression travel of one corner at a time. The droop-to-compressed included steering axle wheels at full left, right and center positions. Can also measure bump steer, interference with hard parts, and other aspects for the front when in the air. Rear was much simpler, just up/down, maybe fore/aft travel.
There's several interesting discussions about shocks fitment and LMTV/MTV - I googled "lmtv fox shocks" and came up with some hits on this site and a few others. This one provides interesting technical on how and why to select valving and a number of manufacturers:
expeditionportal.com
and these folks:
I've no experience with either organization and have no financial involvement - take it on your own...
There's several interesting discussions about shocks fitment and LMTV/MTV - I googled "lmtv fox shocks" and came up with some hits on this site and a few others. This one provides interesting technical on how and why to select valving and a number of manufacturers:
Uprated Shocks
Hey all, so while doing our parabolic spring swap I took the quick, dirty and inexpensive route in replacing our worn out shocks with standard Monroe truck shocks. I knew at the time that they were not the right or best option but trying to get the truck going and livable helped make the...
expeditionportal.com
Third From Texas
Well-known member
- 2,835
- 6,663
- 113
- Location
- Corpus Christi Texas
Yep. We used to also weight each corner. It's part of the equation as well for baseline.
Once the coil overs were correct (which we don't really have expect on the A1R tucks, and it's a very different scenario since they are expecting a crapton of armor installed) then you would start tuning for rebound and compression via double/triple/quad bypass gas shocks. There is quite a bit of science to it and course conditions can warrant adjustments (one reason that it's helpful to prerun before a race).
Last edited:
- 882
- 694
- 93
- Location
- Cooperstown NY
Somehow I got old and I have problems climbing into my M1008. How in hell do you get in and out of that monster?
- 8,159
- 20,658
- 113
- Location
- Charlotte NC
.
AGREED!
There are days when a rope ladder would be useful. Or a concrete block to reach that first step...
.
- 899
- 575
- 93
- Location
- tucson AZ
For the moment, I climb up and down the tire treads. Sooner or later I will hang a chain more or less where the step was. Am thinking of a transfer case chain: something flexible so it does not interfere when the cab is tilted, but stout. I am open to suggestions, however.
- 882
- 694
- 93
- Location
- Cooperstown NY
You could mount a small fold up ladder and a grab bar on the cab wall behind your drivers door. When you want to get in just reach up and pull it down "like a set of attic stairs". When your up in the cab you just reach behind you and pull it back up and lock it in place.
- 899
- 575
- 93
- Location
- tucson AZ
Not an RV, rather, a Commercial Vehicle. You see, in AZ anything one-ton payload and up is commercial. No matter that it has only 2 axles. You get to choose what the vehicle GVW is, with 8000 lbs being the minimum. The weight fee portion of the registration is based off that.. When the inspector looked at the truck at ADOT facility, he declared it a one-ton pickup. Not one to argue with official-types, I said ok. Eight thousand pounds he asked? No, 15,750 GVW please. An earlier pass over the truckstop scales showed 13,600 so I allowed for some extra.
Last edited:
MRAP DREAM GIRL
Active member
- 127
- 91
- 28
- Location
- Washington
Are those 14 20s
- 6,138
- 4,812
- 113
They look like 16.00s, but I could be wrong.
- 899
- 575
- 93
- Location
- tucson AZ
