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C T RES U C & S M E L B O R P N O M M O -> C NS -> 9 LOW-GEARINDG OPTIO -> NP241 REBUIL

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UNTANGLING

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CONTENTS

DECEMBER 2017, VOL.54, NO.12

COVER SECTION

INTENSE T-CASE TECH 24 T-CASE UPGRADES

Common problems and cures for popular 4x4 transfer cases

30 TRANSFER CASE LOWGEARING PRODUCT GUIDE Achieve slow and crawl

38 NP241 HOME REMEDIES

JB Conversions helps make a transfer case better than new

24 38

FEATURES & EVENTS 46 DADDY’S MINIVAN

70

52

46

66

Travis Raville’s Excursion means adventure for the whole family

58 ANATOMY OF AN ARTICULATED DUMP TRUCK Up close and personal with the John Deere 260E

62 FROM THE BACKCOUNTRY

Mud, mud, mud—Mark an off-road race course and die!

VEHICLE TESTS 52 EPITOME OF REFINEMENT

The ’17 Chevy Silverado HD is as polished as it’s ever been

74 LONG-TERM REPORT: 2016 RANGE ROVER SPORT SVR Packing it in and hauling all-out

TECH & HOW-TO 66 GATEWAY TO POWER

DEPARTMENTS

8 FIRING ORDER / 10 INBOX / 14 RPM / 18 PARTS RACK / 78 TECHLINE / 81 CALENDAR / 82 TRAIL’S END

<-ON THE COVER: This month we look at transfer case upgrades, common problems and fixes, and even how to rebuild an NP241. Ben Battles took this photo while installing an Offroad Design Magnum Box in his Bug-Out Blazer.

Adding a second high-pressure fuel pump to the 6.7L Power Stroke

70 UNTANGLING THE NEST

sPOD makes wiring accessories orderly and easy

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FIRING ORDER

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Boomeranging Back To a 4-Wheel Jambo

s I pointed my rental car into Springfield, Illinois; Springfield, Missouri; Essex the Allen County Fairgrounds in Junction, Vermont; Anderson, South Carolina; Lima, Ohio, for the 2017 Spring Sedalia, Missouri; Union Grove, Wisconsin; 4-Wheel Jamboree Nationals, and Des Moines, Iowa. Additionally, there a gusher of memories came to have been Jambos in Minnesota, Arizona, and call. It was not my first visit to the event. As a Florida, among others. Thinking back to some matter of fact, I’ve covered the Spring Jambo of these events, I recall being a member of a more times than I can remember, but I hadn’t team of four magazine staffers who swooped been to the event for many years. As I scanned into the Fall Jamboree in Indiana to photograph the fairgrounds I was reminded of years prior; feature vehicles. Two of us were stationed at the feature vehicles photographed, 4x4 ownthe event to select vehicles, while the other two ers friended, the hot were situated at a farm years, the cold and wet outside of Indianapolis years, and the year the to photograph the rigs.

Bigfoot Racing team It was SOP to photooverserved me baked graph 40-plus 4x4s potatoes. over the course of the Jamborees, often three-day event. This referred to as simply gave us the unique “Jambos,” are a unique opportunity to showconcoction of 4x4 discicase 4x4s of fellow plines. Part truck show; wheelers on a grand part mud, monster, and scale on the pages Tough Truck racing; of the magazine. A and part vendor show, thrill that continues to among other things. this day.

The Jamboree series Another cool aswas originally developed pect of all the years of by 4-Wheel & OffJamboree coverage, Road magazine back like other 4WD events, in the ’80s, but was is that I’ve had the eventually sold to the pleasure of meeting a company that is now number of 4x4 own4-Wheel Jamborees, and Editor Brubaker, have been around for a while as proven by these Family Events. Fun ers. I consider this an fact: Family Events also Jamboree press passes, circa 1989 and 1991. honor, and I’ve had owns Off-Road Expo the privilege of chatand the Sand Sports Super Show, which means ting with many and hearing about their passion the company’s off-road roots run deep. for four-wheeling. It’s always interesting to see I was recently cleaning out my office and how they build their rigs, often designed to was surprised to find some media badges help them conquer the terrain in their area. from my early days covering the Jamboree And since many Jamboree participants love to Series. My first Jamboree was the 1989 wheel in general, I’ve even bumped into some Spring Jamboree in Pecatonica, Illinois. I of them on trail rides. was a Midwest farm-residing 4x4 junkie with So there I was, in Lima this spring, photoa penchant for photography who wanted to graphing rigs and hanging out with 4x4 fans. work for the off-road magazines, so I pleaded Some of the rigs at the event were 4x4s I recwith the editors of Off-Road magazine and ognized from more than a decade ago—each Family Events’ magazine, among others, to let one the owner’s pride and joy—while others me help shoot photos with them at the event. were daily drivers and trail rigs. The JamboIt worked, and surprisingly, eventually led to ree series may be dramatically different than fulltime employment. events like the Jeep Jamboree, King of the Nowadays there are Jamborees in Ohio, Hammers or a Trucks Gone Wild event, but the Pennsylvania, and Indiana. Over the years end result is the same; revel in 4WD. they’ve been held in a variety of locations. I’ve —KEN BRUBAKER been to Jamborees in Oklahoma City, OklahoKEN.BRUBAKER@FOURWHEELER.COM PHOTO: KEN BRUBAKER ma; Kalamazoo, Michigan; Pueblo, Colorado; fourwheeler.com

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BY KEN BRUBAKER KEN.BRUBAKER@FOURWHEELER.COM

4x4 OBSESSION

Saw your editorial about first rigs (“The Beginning of the 4x4 Obsession,” Aug. ’17) and thought I’d send a pic of mine. Fresh off the farm, I OVERHAUL 6.0L POWER STROKE OIL-COOLER LONG-TERM TEST moved to Arizona 2016 RANGE ROVER SPORT SVR SECOND REPORT out of college and ! true to my farm TRAIL ACTIONTRAIL CAROLINA NORTH LE MUSC MOPAR RAMCHARGER CRUISING 408ci DODGE boy self, figured an F-250 would be the best wheeling rig without talking to anyone about it. Put a 4-inch lift on it, initially some 33s and then some 36-inch Dick Cepeks.

Didn’t do too much else to it but wheeled that HIGH-TECH SHOCK UPGRADE FOR THIS 2012 FORD RAPTOR

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needed improvement over the Mustang and the Jeep came fitted with some cool stuff. It was the model right below top of the line so it came with the 5.2L V-8 and really nice interior (but unfortunately came with Quadra-Trac) and it was great. Fast forward to today, that same truck is sitting in my driveway ready to become mine, and when it gets on the road again (after some repairs) it will not only be my first 4x4 but my first car as well. Ever since I first got into the Mustang I knew from then cars are all I ever wanted to do with my life and I’m hoping that one day I can be a magazine editor just like you guys!

MIKE CICCONE VIA EMAIL

thing all over the place. Lots of Arizona stuff and the Moab Jeep Safari once. Even took it to Colorado and did Black Bear Pass, among others. F-250s had a Dana 50 back then with pretty small parts and I broke the frontend three different times and a driveshaft once.

Quickly realized this was not the right rig for wheeling the desert and eventually sold it for an ’85 Toyota, but that’s a different story.

JIM CHOTT VIA EMAIL

I’m replying to the 4x4 obsession article. My first insight into cars was when I was either 5 or 6 and my dad had just gotten a ’68 Mustang for my mom as a birthday gift. It wasn’t fast and didn’t have any options, but it was cool riding around in the old behemoth. People would always stop my mom and ask her if it was for sale. It was great. We were like mini celebrities.

But then during the winter my parents found out how bad the car actually was in the snow with no power brakes or power anything, so my parents decided to shove the car in our garage and buy a Jeep. They went out and bought a ’96 Grand Cherokee. It was a much

I really like reading the articles on fourwheeler.com and I just wanted to reply to the request for 4x4 initiation stories.

My introduction to four-wheel drive happened in about 1985 when my dad, who was in equipment leasing, brought home a repossessed ’79 Jeep Wagoneer. We kids thought it was the coolest thing ever since we had grown up with only two-wheel-drive cars. That Jeep might as well have been a Ferrari because of how cool we felt riding around in it. We ended up having the Jeep for a couple of weekends and we took it to the High Uinta’s in eastern Utah for an overnight camping trip. The next week, we attempted to go to Francis Peak in Davis County, but got stuck in the snow. Fourwheel drive saved the day!

A few years later, my parents sold the Ford station wagon that they had and bought an ’85 Chevrolet Suburban. That tough old goat took us everywhere, but we never really used the 4x4 in it. Once in a while, my parents would use 4x4 to climb a snowy driveway. I learned how to drive in the Suburban, which taught me to not fear large vehicles and to respect my blind spots. The Suburban had a nasty habit of stalling when backing down our driveway, which always increased the fun factor of trying to stop. We kept the Suburban until 2005 when

it had 312,000 miles on it. The old 350 smallblock was really reliable. Unfortunately, the transmission was not so much. Looking back, I wish I had bought that truck from my folks because I would love to have fixed her up and kept her running.

For most of the time between 18 and about 35, I was really not interested too much in truck-like vehicles. I appreciated the precise handling and snappy acceleration provided by cars. But, I always had a piece of me that appreciated being able to use a car for utilitarian purposes once in a while. I have also never lost my love for station wagons.

About two years ago, I finally decided that I’d had my fun with small cars and that it was time for a 4x4. I searched the local classified ads for old Ford Explorers, Chevy S-10 Blazers, and Jeep Cherokees (XJ). Each model was researched thoroughly, revealing pros and cons, likes and dislikes. The Explorers were spacious and comfortable, but generally had a ticking time bomb for transmissions. The S-10 Blazers were really good-looking trucks, but the front suspension and engines tended to be problem areas. The Cherokees were (surprise, surprise!)

Unitbody, but had wonderful engines and transmissions and a HUGE aftermarket. I finally settled on buying a Cherokee. My father-in-law had a new JK, which I had driven a few times, and years previous had learned to drive stick on his TJ. I shopped and shopped on the local classifieds. Cherokees were pretty numerous, but most tended to be basket cases, riddled with problems, but with great engines. Finally, I found a ’98 Cherokee at a sleazy used car dealership.

I sold my car and paid cash for my XJ. The car dealer I bought it from was not really sure how to handle someone walking in with cash and walking out with a car. He was used to dealing with deadbeats who had to finance everything and usually didn’t make payments.

The Cherokee I bought has been really a fun rig to own. It’s been reliable to a fault. So far, I’ve only had to replace the water pump and the U-joints in the front axle. It’s also been a great teaching and learning tool. I enlisted my boys to help me replace the thermostat last

WHERE TO WRITE

ddress your correspondence to Four Wheeler, 831 S. Douglas St., El Segundo, CA 90245 or send an email to ken.brubaker@fourwheeler.com. All letters become the property of Four Wheeler, and we reserve the right to edit them for length, accuracy, and clarity. The editorial department can also be reached through the website at fourwheeler.com. Due to the volume of mail, electronic and otherwise, we cannot respond to every reader, but we do read everything.

A

10 DECEMBER 2017 FOUR WHEELER

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IN EVERY FOREST THERE’S A BEAST.

ANY VEHICLE. EVERY TERRAIN. ALL OR NOTHING.

Inbox winter. We did that work ourselves and learned a few things. The XJ has about 145,000 miles on it and most everything works. Sure, it’s got some quarter panel rust, and a rather large dent, and the paint is typical late-’90s Chrysler (flaking off in sheets), but we have fun in it. Even my wife admits that it’s a cool ride. My oldest son and I got it good and stuck in the snow on a trail near our house. We learned about how to get it un-stuck from snow during that adventure. Just a couple of weeks ago, I took my kids and went to Moab to have some fun. The last time I was in Moab was in about 1987, which is a sin because I live in Utah. We had a blast with the Cherokee in Moab. Since it was our first time, we didn’t do anything crazy, but we did do the Hurrah Pass/ Chicken Corners trail, which required the use of four-wheel drive a few times. The XJ impressed me with how effortlessly it handled the steeper sections and the little ledges in the trail. For a bone-stock XJ, I was really impressed. Needless to say, I think I’m hooked on four-wheeling.

I really love it. I will take the rough-and-tumble nature of Jeeps and trucks any day over fickle, high-tech handling of a car. Sure, precision handling is cool, but it only gets you so far.

Attached are a couple of pictures from our Moab Jeep excursion. One is my XJ and my father-in-law’s JK on Hurrah Pass at a scenic overlook. The other is a picture of everyone checking out the dinosaur tracks near one of the entrances to Arches National Park. Four-wheeling is really about spending time with family!

JASON SCHILL VIA EMAIL

In 1943, at age seven, I began retrieving the mail from the box a quarter-mile across a field.

The nearest all-weather gravel road was over a mile away. If the Missouri roads were muddy the carrier drove the route from within a canvas cab over a steel frame built on a Ford-Ferguson farm tractor. The spinning large-lugged rear tires threw mud and fishtailed as they tried to push the smaller front wheels through the mud.

In 1946, the mailman started delivering in a surplus Jeep. I was fascinated. There had been articles and photographs in magazines during WWII. This was the real thing and all four wheels

threw less mud. It went faster and straighter than the two-wheel-drive tractor. I wanted one.

That image stayed in my mind; it is still there.

My reaction to flying snow, though, was much more favorable than flying mud. I still avoid mud, where possible.

My wrenching experience started with replacing burnt pistons and valves in a Chrysler industrial engine mounted behind the header of a Massey-Harris self-propelled combine. I was twelve. I was small enough to fit in the space where the engine was. The size of the space was responsible for the overheating of the engine, necessitating the repair work in the June heat of a wheat field.

Fast forward to about 1962 when I returned to visit my college fraternity house. One of the younger brothers, knowing of my interest, gave me the first two issues of Four Wheeler. The front of the earliest issue had a B&W picture of Telluride, Colorado, in the background. I watched the newsstands and bought every issue until I decided my income was sufficient to afford a multiple year subscription. I think I still have a copy of every Four Wheeler.

I got married. My wife was a college student.

When she went to work after graduating we needed a second car. From reading Four Wheeler I thought I knew everything there was to know about the several 4WD vehicles then available. It was time to actually have a ’67 Bronco. A V-8, a full-length metal cab, dual fuel tanks, low range and limited-slip differential in both axles were required, I thought. It took time but I found a used ’67 when the ’68 model was introduced. I lived in Colorado, so I drove the old railroad grades, mining haul roads and utility access trails in the mountains. I was finally four-wheeling.

In 1972 there was a small third family member, so we acquired a travel trailer. The Bronco was too light and too short to handle the trailer so I traded for a ’71 Scout II, with a larger V-8, automatic transmission, longer wheelbase, and better brakes. It was a little less agile and had less ground clearance, but it managed a trip to Holy Cross City, without a winch or any other assistance. It turned out that experience was as important as equipment for successful fourwheeling in rugged conditions.

I now regard those days as the golden age of four-wheeling. Fuel was cheap, and with two jerrycans I (we) could see much of the American West. I did not skimp on maintenance. The biggest worry was running out of fuel on the Arizona Strip or north of US 30 in Nevada. We did once run out of fuel about 200 yards from the service station pump coming out of the desert south of Mesquite, Nevada. History, mineral collecting, and landscape photography became part of the backcountry trips.

Rising fuel costs curtailed use of the trailer and soccer practice reduced four-wheeling.

When my wife’s job moved across the city in 1986 I traded for an ’85 Jeep Cherokee with a V-6 and automatic transmission and ability to limit differential action in the transfer case so that she could commute in snow if necessary.

I was amazed at the abilities of the thing; so amazed that I bought, dismantled, and reassembled to my liking four more of them, all with 4.0L engines, over the next ten years. Lifts, larger tires, portable 8,000-pound winch mounts for front or rear, and custom skidplates were added to some of them. A Comanche that wound up with a Dana 44 rear axle and a SelecTrac transfer case that looked and behaved as they would have in a Cherokee was one result from all the parts remaining from the backyard activity.

In 1998, the water pump in an ’88 Wagoneer crapped out on Buffalo Pass near Steamboat Springs. I coasted into town and bought my first new Cherokee, a ’98 with Selec-Trac. I drove it home, disposed of all the random parts of earlier models and ran it stock for three years. Then I had it lifted and both axles air-locked, with sway bar disconnect and front hitch receiver added, so that my 8,000-pound portable Ramsey winch was still usable. It still has less than 82,000 miles and I seldom use it for anything other than driving to, and then running, 4x4 trails.

Last fall (2016) I finally got around to running Black Bear and Imogene Pass, the last two trails of any note in Colorado that I had never before done. Both had been long overhyped I discovered, but I did get to see essentially the view of Telluride that was on the cover of the first Four Wheeler. Impressive views still propel my fourwheeling.

In the ’90s I wrote a number (18?) of “Getting There” columns for then-editor John Stewart who published all of them. I was very gratified.

I have never been towed off the trail, but have towed a few others into town. I only had one occasion to rescue myself by winching, and that was a deliberate “stuck in the mud” to prove that I knew what needed to be done in the field.

In my mind, modifications and accessories are not an end, but a means to an end.

I am still an enthusiast. I have been fourwheeling for 49-plus years.

LLOYD COWHERD VIA EMAIL

Thanks to everyone who wrote in to share the beginnings of their 4x4 obsession! fw 12 DECEMBER 2017 FOUR WHEELER

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BY TORI TELLEM

EDITOR@FOURWHEELER.COM

AUTOMOTIVE NEWS

»»That’s Interesting -> Toyota has opened its new headquarters, located in Plano, Texas. It’s on 100 acres.

-> In case you wondered: The 475hp Hemi’d ’18 Dodge Durango SRT has an MSRP of $62,995.

-> The California Off-Road Vehicle Association (CORVA) handed out its annual awards, which included the George Thomas Memorial OffRoader of the Year (2016), which went to Neil Hamada. The Northern Club of the Year was the Bay Area Riders Forum (BARF) and the Southern Club of the Year was the Trail Crew 4x4. For a full list of winners and info about CORVA, go to corva.org.

-> “Thank you Land Rover! Our Giant Factory Off-Road Team Discovery is the perfect campanion 14 DECEMBER 2017 FOUR WHEELER

[sic] for exploring new trails.” That’s from Giant’s Facebook page, in response to a partnership with Land Rover, with the ’17 Discovery becoming the team’s support vehicle.

-> Off Road Queenstown now offers private off-road expeditions through the central South Island in New Zealand. Just try to say no to this: “Traveling between 5 to 7 hours a day on off-road tracks that scour remote high country stations, cross fast-flowing rivers, and consign a sealed road to nothing but a distant memory, their expeditions can literally go ‘coast to coast’ in the course of one epic off-road journey.” Also an impossible no: “For advanced and experienced off-road enthusiasts they can use our fleet of top-of-the-range 1000cc race buggies.” Learn more here: offroad.co.nz.

-> This might be the first proof we have that beer and trucks can go together—Tap Truck out of San Diego, California, has a fleet of classic trucks and delivers local craft beers, wine, and cider to your event in one of those rigs. The fleet includes a ’69 Chevy C10, a ’52 and ‘65 Chevy Panel, and a ’57 Chevy Apache 3100.

-> It’s autotrader.com’s birthday.

The 2-0 one.

-> Ford has kicked off its GoBike bike-sharing program in California’s Bay Area (think: San Francisco).

-> Nissan has the Official Truck of the Circuit of the Americas, the Titan and Titan XD, which will be used on track as sweepers and for safety and maintenance.

-> Oscar Mayer now has a “Weinerfleet” (their word) comprised of the Wienermobile, Wienermini, Wiener Rover, Wienercycle, and Wienerdrone. However…that doesn’t make

this quote any less uncomfortable: “And we’re on a mission to get a better hot dog in everyone’s hands.”

-> Jaguar has officially announced what was officially already known, that it will sell the E-Pace in 2018.

It’s a compact SUV—but not an electric SUV, despite what you just thought there. Save that for the IPace. Yeah, it’s confusing when the I-before-E rule is broken. If there’s ever an A-Pace, we’ll go ahead now and assume it won’t mean autonomous. The SUV did already set a Guinness World Record for “Furthest Barrel Roll in a Production Vehicle.” That would be 50 feet doing a 270-degree corkscrew-ish roll, because…why not.

-> GM’s Customer Care and Aftersales division will begin a collision certification program in 2018, and will grow the current training/ tools programs, with standards for calibration, overall repair, and pre/ post-repair scanning. fourwheeler.com

Is It »» True?

->X-Class

f you live in Germany/Europe, South Africa, Australia, Argentina, or Brazil, the new Mercedes-Benz X-Class pickup is rolling out to a dealership near you, although that promise stretches to as late as 2019. Still TBD is whether this “global” vehicle truly will come to the U.S. market (even though it’s still part of the globe for the foreseeable future). For now, relish in the fact that M-B has built its firstever pickup, and you were alive to see the day. It’s designed to be a work truck. And an off-road truck.

I

-> The hotly anticipated Jeep Wrangler JL will debut at the Los Angeles Auto Show in November 2017?

-> In the U.S., “Amazon and eBay together account for over 70 percent—an estimated value of $7-$7.5 billion—of all car parts sold online,” according to forbes.com, based on a report from Frost & Sullivan?

Highlights include coil springs front and rear, a double-wishbone front suspension coupled with a multilink solid rearend, an optional locking rear diff, and a couple of available engines, including two diesels; the X 220 d is worth 163 hp, and the X 250 d is 190 horses, while a torquey V-6 diesel worth 258 hp and 406 lb-ft of torque will arrive shortly after launch. A manual six-speed will be the standard trans, but a seven-speed auto will be available.

-> Apple is borrowing vehicles from Hertz for testing its autonomous tech, like how Google’s parent is borrowing from Avis? Amazon, care to hit up Rent-A-Wreck?

-> By 2023, Porsche anticipates half its vehicle sales will be electric models?

-> Now it’s not only France, India, and Norway, but also Britain aiming to ban diesel and gas vehicles?

✓RANDOM QUOTE:

“FOR A SECOND CONSECUTIVE YEAR, THE MOST FREQUENTLY REPORTED PROBLEM IS UNPLEASANT INTERIOR SMELL/ODOR.”

—RESULTS FROM THE J.D. POWER 2016 CHINA INITIAL QUALITY STUDY. ONE OF THE “KEY FINDINGS” OF THE STUDY WAS THAT CHINESE VEHICLE OWNERS DON’T LIKE “NEW-CAR SMELL.”

OnDemand This Month Catch these shows on motortrendondemand.com Oct 6 Oct 6 Oct 7 Oct 7 Oct 7 Oct 7 Oct 8 Oct 9 Oct 9

Auto Mundial FIM Motocross World Championship, Great Britain LIVE! EuroFormula Open, Jerez LIVE! FIM Speedway World Championship, Poland LIVE! Virgin Australia Supercars, Bathurst 1000 LIVE! VLN Endurance Racing, Nürburgring LIVE! EuroFormula Open, Jerez British Touring Car Championship, Silverstone Engine Masters–Episode 27

fourwheeler.com

Oct 11 Oct 12 Oct 13 Oct 13 Oct 13 Oct 14 Oct 14 Oct 14 Oct 14 Oct 15 Oct 15 Oct 16 Oct 16 Oct 16 Oct 18 Oct 19 Oct 19 Oct 20

Head 2 Head–Episode 95 Put Up or Shut Up–Episode 4 LIVE! Formula D, Irwindale, CA Auto Mundial Real Road Racing, Scarborough Gold Cup LIVE! DTM Championship, Hockenheim LIVE! Formula D, Irwindale, CA LIVE! Intercontinental Challenge Series, Mazda Raceway Laguna Seca LIVE! Pirelli World Challenge, Mazda Raceway Laguna Seca LIVE! FIA Formula 3 Championship, Hockenheim LIVE! Pirelli World Challenge, Mazda Raceway Laguna Seca Ignition–Episode 185 Porsche Carrera Cup Germany, Hockenheim Real Road Racing, Scarborough Gold Cup Modified–Episode 6 Ferrari Challenge Europe, Imola Roadkill Garage–Episode 23 LIVE! Virgin Australia Supercars, Gold Coast 600

Oct 20 Oct 21 Oct 21 Oct 23 Oct 23 Oct 24 Oct 26 Oct 26 Oct 27 Oct 27 Oct 28 Oct 28 Oct 28 Oct 29 Oct 29 Oct 30

Auto Mundial LIVE! Virgin Australia Supercars, Gold Coast 600 LIVE! VLN Endurance Racing, Nürburgring LIVE! European Le Mans Series, Portimao British Touring Car Championship, Brands Hatch Dirt Every Day–Episode 70 HOT ROD Garage–Episode 58 Porsche Carrera Cup Australia, Sandown Auto Mundial Roadkill –Episode 71 LIVE! EuroFormula Open, Barcelona LIVE! FIM Speedway World Championship, Australia LIVE! International GT Open, Barcelona LIVE! EuroFormula Open, Barcelona LIVE! International GT Open, Barcelona Ignition–Episode 186

Schedule Key: Racing, Original Programs * The program information provided is subject to change.

FOUR WHEELER DECEMBER 2017 15

RPM <-Ford’s First Police-Pursuit Pickup

nce you saw coppers upgrading to Ford SUVs, you probably wondered whether a pickup could ever happen. Yes, the ’18 Ford F-150 Police Responder. The truck is rated for speeding up to 100 mph, thanks in part to the 3.5L EcoBoost and 10-speed transmission combo, meaning 375 horses and 470 lb-ft of torque, which puts those numbers at more than any other pursuit-rated police vehicles, the Blue Oval said.

Its backstory is as an F-150 FX4, upgraded with police-calibrated braking, an improved front-stabilizer bar, a high-output alternator, a column shifter, center-seat delete, vinyl flooring (you know those perps), and other pursuit-y odds and ends.

O

What’s »» Happening In

Your »» Government At

-> Daystar Products has scooped up VooDoo Offroad Products, which makes soft shackles, recovery ropes, and more.

-> The House of Representatives passed a bill to reopen 63,000 acres in San Benito and Fresno for off-road use. This is under the Clear Creek National Recreation Area and Conservation Act, regarding the Clear Creek Management Area in California. The bill next heads to the Senate.

The Industry -> Also on the topic of Daystar: Shareholder buyout has happened. What does that mean?

Simply put, look for new products.

Also, see above.

-> New couple alert! Yokohama Tire and Horsepower Adventures

(HPA) are now partners. HPA offers off-road driving experiences in Mexico’s Baja peninsula.

Yokohama will be the company’s Official Tire, and Geolander rubber will be used on the tour and support vehicles.

-> The parent of PRP Seats has acquired SpeedStrap, which makes recovery straps, tie-downs, and other accessories.

<|100 Years of Ford Trucks

Work

-> According to SEMA: “Legislation to extend the emissionsinspection exemption for new cars from six to eight model years has been approved by the California Assembly. Under the bill, the

newly exempted motor vehicles (model years seven and eight) would be subject to an annual smog abatement fee of $24. Given that the average smog test costs between $29 and $69, vehicle owners can expect to save up to $45 per vehicle for each year of the exemption.” If it becomes law, it would start January 1, 2018.

-> Rumor is that Oshkosh is in the running for a $1 billion deal to provide its military rig, the Joint Light Tactical Vehicle (JLTV), to the UK. FW

ord’s purpose-built trucks turned 100 years old in 2017 (if you’re a stickler for details, the anniversary date is July 27, 2017). The first of the bunch was the ’17 Ford Model TT. As in, 1917. Did you know it was a whopping $600? And 209 sold that first year? The Model AA replaced it. Did you know it had a 1½-ton chassis? And, as we’re guessing you wanted to know, the first generation of F-series trucks came in 1948— with the name F-series Bonus Built.

F

16 DECEMBER 2017 FOUR WHEELER

fourwheeler.com

N O E TAK

N I A R R E T ALL-

THE 2017 NISSAN TITAN PRO-4X ®

Conquer rugged roads with the PRO-4X, part of the redesigned TITAN family.

Bilstein® Shocks1 | Electronic Locking Rear Differential1 | Steel Skid Plates1

TAKE ON TODAY 1.Available features. *Claim based on years/mileage (whichever occurs first) covered under the New Vehicle Limited Warranty basic coverage. Ward’s 2017 Large Pickup Segmentation and Small Pickup Segmentation v. 2017 TITAN and TITAN XD. Nissan’s New Vehicle Limited Warranty basic coverage excludes tires, corrosion coverage and federal and California emission performance and defect coverage. Other terms and conditions also apply. See dealer for complete warranty details. Warranty claim is current at time of printing. Always wear your seatbelt, and please don’t drink and drive. ©2017 Nissan North America, Inc.

Parts Rack

BY JOHN CAPPA EDITOR@FOURWHEELER.COM

->CAMP TAG ALONG

Smittybilt introduces the new Scout trailer kit. It features independent trailing arm suspension, dual shocks, 12 inches of ground clearance, and a load capacity of 1,763 pounds. With a measurement of 47x44x21 inches, the main compartment has 33 cubic feet of storage space. A telescopic rack system provides even more carry space. The generator drawer features a mesh bottom for more air circulation. Other features include a tongue storage box, parking brake, electric breakaway system, and more. INFO: Smittybilt, 888/717-5797, smittybilt.com

<|HORNY

Kleinn Air Horns has introduced the HK9-Slimline air horn kit after reviewing feedback from customers. The kit includes all of the same components as the original HK9, except a slim-design 3-gallon tank is included rather than the larger 5-gallon tank. The smaller-diameter tank is said to be easier to mount in tight spaces. Like all Kleinn HK kits, the HK9-Slimline is a single box solution to installing a complete train horn system. Everything you need is in the kit. Each kit includes The Demon 730 black triple train horns and a waterproof 100 percent duty-cycle air compressor rated to 200 psi. A quick-connect tire inflator and coil hose is also included in the kit. INFO: Kleinn Air Horns, 520/579-1531, kleinn.com

|>COMPACT H2O

HydraPak introduces the collapsible 1-liter Stash Bottle. Itâ&#x20AC;&#x2122;s said to be large enough to handle all-day hydration. The design allows it to be expanded when in use and crushed down to the size of a hockey puck when empty. The HydraPak Stash Bottle is said to be compact, flexible, and 50 percent lighter than hard bottles, maximizing storage space in your 4x4.

The Stash Bottle is available in four different colors that include Malibu, Mammoth, Mojave, and Sequoia. INFO: HydraPak, 510/632-8318, hydrapak.com

<-DUAL LOAD JOINT

Skyjacker now offers the Rock Ready Ball Joint for several Jeep models. The new design is said to distribute the load between both the upper and lower ball joints, extending the life of the joints.

Each joint features a USA-made tapered roller bearing. Other features include a polyurethane wiper seal, HEXAD grease system, and proper clearance for RCV axleshafts without modification.

Applications include Jeep JK, WJ, XJ, ZJ, TJ, LJ, and YJ. INFO: Skyjacker, 318/388-0816, skyjacker.com 18 DECEMBER 2017 FOUR WHEELER

fourwheeler.com

Parts Rack ->SUN BLOCKER

Carhartt, America’s premier workwear brand, has announced that it is launching a new selection of custom sunshades in conjunction with Covercraft, the world’s largest manufacturer of vehicle protection products. The Carhartt UVS Custom Sunscreen, available exclusively in Carhartt Brown, includes a triple laminate construction with a brown reflective outer finish, a foam core for insulation, and a soft felt on the inside. It is available for cars, trucks, and SUVs, with more than 1,500 custom-fit options to accommodate a wide range of vehicles.

INFO: Carhartt, carhartt.com

->STEPPING UP

Aries Automotive has expanded its rocker step applications beyond the Jeep Wrangler JK with the addition of 74 truck and SUV applications. The steps are said to be designed to provide a combination of running board functionality and rocker guard protection. They are all steel with welded mounting brackets and come with a textured black powdercoat finish.

INFO: Aries Automotive, 877/287-8634, ariesautomotive.com

|>SHOW CLEAN

Keeping your 4x4 as clean as the vehicles in Jay Leno’s car fleet is now easier than ever. Jay Leno’s Garage Advanced Vehicle Care Kit includes all the products and accessories needed to clean and maintain any 4x4 in your own garage or driveway. Each kit includes vehicle wash, hand wax, tire and trim care, quick detailer, a foam applicator, and a microfiber towel. Leno is said to have spent eight years working with his detailing team, in-house product engineers, and chemists to develop easy-to-use formulations that offer superior shine and protection with minimal effort. INFO: Jay Leno’s Garage, 888/9308743, lenosgarage.com

<-MICKEY LOCK

Mickey Thompson Tires & Wheels now offers the new Sidebiter Lock. The Sidebiter Lock wheel features a machined lip, cast-in beadlock ring, and a satin black finish. Each wheel comes with your choice of a cover cap or open lug cap, depending on wheel size. Sidebiter Lock wheels are available in a variety of sizes, from 15x8 to 20x12, with popular bolt circles and backspacing measurements. INFO: Mickey Thompson Tires & Wheels, 330/928-9092, mickeythompsontires.com FW

20 DECEMBER 2017 FOUR WHEELER

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Typographical, description, or photography errors are subject to correction. Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations. © 2017 AUTOSALES, INC.

FIND IT AT

Tech

Common problems and cures for popular 4x4 transfer cases

By John Cappa

editor@fourwheeler.com Photos: John Cappa and courtesy of the manufacturers

A

T THE HEART OF EVERY TRUE 4X4 IS A TRANSFER

case. The transfer case receives power from the engine via the transmission and then splits it to the front and rear axles, but not all transfer cases are created equal.

There are many different designs that have been utilized over the years to send power to the

front and rear of our 4x4s. Some transfer cases, such as the venerable NP205, have become champions of the heavily modified off-road kingdom, while others are problematic even in stock applications. Each transfer case has pros and cons, but fortunately the aftermarket has embraced the most prevalent transfer cases

and granted them an abundance of aftermarket add-ons to improve performance and reliability.

Weâ&#x20AC;&#x2122;ve compiled some of the more popular and noteworthy transfer cases here along with the modifications you might need to consider making to the splitter in your 4x4.

T-CASE UPGRADES

24 DECEMBER 2017 FOUR WHEELER

fourwheeler.com

BorgWarner 1356 The BorgWarner 1356 transfer case can be found in many different Ford 4x4s offered from 1980 through 1996. There is a manual-shift version and an electric-shift version. The shifting mechanism on the electric version can be problematic, however the replacement shift motors and other components are still readily available from companies like Bronco Graveyard (broncograveyard.com).

If you have become tired of replacing the expensive push-button electric-shift motors, your 4x4 can be converted to a manual-shift transfer case by either swapping in a manual version of the 1356 or by using the twin-stick conversion kit from Behemoth Drivetrain (behemothdrivetrain.com). This kit is also designed to work on the BorgWarner 1354.

Dana 300 The last Dana 300 rolled off the assembly line more than 30 years ago, but it’s still a very strong and popular transfer case to swap into lightweight 4x4s. It can be found in ’80-’86 Jeep CJ models and ’80 International Scouts. The most common failure point on the Dana 300 is the 11 ⁄8 -inch-diameter, 26-spline rear output. It’s not that the output is particularly weak, it’s just that it is susceptible to breaking if it’s overpowered or there is driveshaft U-joint binding caused by axlewrap or unrestrained suspension movement. Companies such as Advance Adapters (advanceadapters.com), Novak Conversions (novak-adapt.com), JB Conversions (jbconversions.com), and TeraFlex (teraflex.com) offer 13⁄8 -inch-diameter, 32-spline heavy-duty rear output shaft upgrade kits. JB Conversions also offers a heavy-duty 32-spline front output shaft kit for the Dana 300.

If the respectable 2.62:1 factory low range of the Dana 300 is not enough for your application, JB Conversions and TeraFlex both offer 4:1 low range gearsets to help multiply your gearing and increase your 4x4’s overall crawl ratio.

The stamped-steel factory Dana 300 oil pan is prone to warping and leaking. You can curb oil seep, increase fluid capacity, and promote better heat dissipation with a billet aluminum oil pan from Novak Conversions.

The Dana 300 is strong, but it has its limits. Heavy 4x4s with low gears, big tires, and high horsepower output may cause the factory cast-iron Dana 300 case to split in half. If this is a concern or problem, you can upgrade to a Behemoth Drivetrain billet 6061 aluminum Dana 300 Colossus Case. It should be available by the time you read this.

NP205 Dana 20 The Dana 20 is an often overlooked, yet admirable transfer case given its compact size.

The simple design makes it a great candidate for an at-home rebuild. Versions of the Dana 20 were offered in Chevy, Ford, and International Harvester vehicles, although the Jeep version is by far the most common. Subsequently, the Jeep Dana 20 enjoys the most aftermarket support.

The Jeep Dana 20 has several weaknesses.

The one most often noted is the somewhat pathetic 2.03:1 low range ratio. TeraFlex offers a 3.15:1 ratio low range gearset for the Dana 20.

The 11⁄8 -inch-diameter coarse 10-spline front and rear outputs are another potential weak spot. Advance Adapters offers a 13⁄8 -inch-diameter, 32-spline rear output shaft kit that fits the Jeep and Scout Dana 20. Novak Conversions has an increased capacity billet aluminum oil pan that fits the Jeep, International Harvester, and Chevy Dana 20 transfer cases.

NV231 The NV231 has probably been used in more Jeep vehicle applications than any other transfer case ever offered. As such, there is a complete smorgasbord of aftermarket upgrades available.

Both GM and Dodge also used the NV231 in several different midsize and fullsize 4x4s over the years.

Many of the NV231 upgrades are interchangeable between the Jeep, GM, and Dodge transfer cases.

The body-mounted shift linkage on some NV231 applications can become problematic and not function properly, especially when worn or when combined with body lifts or aftermarket replacement fourwheeler.com

The NP205 has long been considered the ultimate transfer case, but there is still room for improvement, especially in really extreme heavy-duty, high-horsepower, and big-tire applications. The NP205 was used from the ’60s through the ’90s in Dodge, Ford, and GM fullsize trucks. Various bolt patterns, input shaft diameters/spline counts, as well as output shaft diameters/spline counts were used over the years depending on vehicle make and application. Offroad Design (offroaddesign.com) has many parts available to adapt and upgrade the NP205. The weaker 10-spline and 30-spline factory front outputs found in some NP205 transfer cases can be upgraded to a factory heavy-duty 32-spline front output. An aftermarket 32-spline fixed-yoke rear output is available for the later versions of the NP205 that came from the factory with the less-desirable slip-yoke. Other Offroad Design products for the NP205 include a billet rear output bearing retainer and a heavy-duty rear output shaft. NorthWest Fabworks (northwestfab.com) offers monster 13⁄4-inch-diameter, 34-spline Titan Series front and rear output shafts with billet bearing retainers for the NP205. NorthWest Fabworks also offers a 34-spline input for the divorced NP205 and full-billet bearing retainer and rear cover kits to replace the crack-prone cast parts. Behemoth Drivetrain offers the 11⁄2 -inch-diameter, 35-spline Juggernaut Series front and rear outputs, Big Stubby 35-spline outputs, as well as the billet 6061 aluminum Colossus Case to replace the stock NP205 cast-iron case.

If the factory 1.96:1 low range ratio of the NP205 is inadequate, JB Conversions offers the LoMax 205 replacement gearset and heavy-duty ductile iron case to bring it down to a respectable 3:1 ratio. skidplates. Advance Adapters, TeraFlex, and Novak Conversions all offer shifter brackets or linkage that cures this shifting problem.

Lifted short-wheelbase Jeeps with the NV231 like the Wrangler don’t do well with the factory slipyoke and driveshaft. A slip-yoke eliminator kit and CV-style driveshaft will provide a much more comfortable and reliable vibration-free ride. Slip-yoke eliminator kits are available from companies such as Advance Adapters, Rough Country Suspension (roughcountry.com), Rubicon Express (rubiconexpress.com), Rugged Ridge (ruggedridge.com), and Tom Wood’s Custom Drive Shafts (4xshaft.com).

For heavy-duty applications, look for a 32-spline

slip-yoke eliminator kit.

The internals of the NV231 can also be beefed up for more torque, weight, and horsepower. JB Conversions offers a six-pinion planetary and a wide-chain kit for the NV231.

Vehicles that frequent really tight and technical trails with lots of sharp turns can benefit from a two-wheel-drive low range transfer case setting. It gives the 4x4 the ability to turn sharper without the drivetrain bind associated with four-wheel-drive low range, especially on hard surfaces. TeraFlex offers two-wheel-drive low conversions that fit several models of the NV231.

FOUR WHEELER DECEMBER 2017 25

Tech T-Case Upgrades NV241 The NV241 is probably one of the most underrated late-model transfer cases available. It’s incredibly durable, features a torque capacity of more than 5,500 lb-ft, and was available in many different model fullsize trucks and SUVs. Some Dodge versions of the NV241 come from the factory with a fixed rear yoke, but most have the less desirable slip-yoke. Slip-yoke-style NV241 transfer cases can be easily upgraded to a fixed yoke with kits from companies like JB Conversions, Offroad Design, and Tom Wood’s Custom Drive Shafts.

NV261 and NV263 The NV261 and NV263 (HD and XHD) found in the ’01-’07 GM Duramax dieselpowered trucks have a flaw known as pump rub. The internal oil pump floats inside the rear housing of the transfer case. Over time, one of the five indexing tabs on the pump housing wears through the factory anti-rattle clip and into the transfer case housing, eventually causing an oil leak. Merchant Automotive (merchantautomotive.com) and Offroad Design have developed inexpensive kits to prevent pump rub on the NV261 and NV263. The kits work on virtually any four-wheel-drive GM built from 1998 to 2007, which includes the NV136, NV146, NV236, and NV246 transfer case models.

For those performing solid-axle swaps, Offroad Design offers heavy-duty 32-spline front output slipyoke eliminator kits for the ’99-’07 GM NV261, NV263, and NV246.

NV271 and NV273 These monster transfer cases can be found in 3/4-ton and up GM, Dodge, and Ford 4x4s. If you’re breaking the NV271 or NV273, you likely have other driveline problems that you don’t know about, which caused the failure in the first place. The NV271 and NV273 will split in half and shoot their guts out if you install too long of a front driveshaft that jackhammers the front output as the suspension compresses. However, it’s more common for them to catastrophically fail when the CV in the front driveshaft runs dry and locks up. There really is no way to protect the NV271 and NV273 from this type of damage, other than regular driveshaft inspection and proper driveshaft maintenance.

’79-’95 Toyota Hilux/4Runner NV241OR The NV241OR is the factory transfer case that only comes in the Wrangler Rubicon.

It features a formidable 4:1 low range gear which makes it great for slow-speed technical crawling. All NV241OR transfer cases feature heavy-duty fixed yokes front and rear, but the aluminum housing has been known to be susceptible to cracking when running bent, unbalanced, incorrectly angled, or worn-out driveshafts. The real cure to this problem is to keep an eye on the driveshafts, but Rock-Slide Engineering (rockslideengineering.com) has developed a girdle to help stiffen the NV241OR and even help protect it from complete flinging driveshaft failure.

NV242 The full-time, part-time, and low range 4x4 capability make the NV242 an extremely versatile transfer case. Versions of the NV242 can be found in GM and many Jeep 4x4s as well as in the Hummer H1 and H2. The torque-biasing full-time 4x4 feature is a huge asset in areas that see a lot of patchy snow- and ice-covered roads, while the part-time shifter position provides true 4x4 off-road performance. Unfortunately, the full-time feature that makes the NV242 desirable also makes it weaker and undesirable for a heavily modified 4x4 with big tires. There are no upgrades to increase the strength of the torque-biasing differential inside the NV242, but there are slip-yoke eliminator kits available from JB Conversions and Tom Wood’s Custom Drive Shafts.

26 DECEMBER 2017 FOUR WHEELER

If you have seen an older Toyota 4x4 creeping along the trail at a snail’s pace, then you have likely seen the off-road potential of the ’79-’95 Toyota transfer cases. Companies such as Marlin Crawler (marlincrawler.com) specialize in Toyota transfer case improvements. Most notable are the 2.28:1 low range dual-case systems, but adding the Marlin Crawler 4.70:1 ratio low range gears to one of the range boxes provides more gearing options and increases the versatility of your 4x4 in a variety of off-road conditions.

A common failure point for high-horse and big-tire applications is at the transfer case inputs, especially between doubled up range boxes. To combat this, Marlin Crawler offers the Total Spline 23-spline heavyduty transfer case input gear to replace the factory 21-spline unit. The 4.70:1 aftermarket low range gears are available with a 21- or 23-spline input. Marlin Crawler also offers heavy-duty 30-spline chromoly front and rear transfer case outputs for the early Toyota ’cases.

New Process & New Venture ID

->

New Process/New Venture transfer cases can be found in many of the most popular 4x4 brands.

Ever wonder what all the NP and NV nomenclature means or what the difference is between an NV231 and an NV273? Let us help you.

Every NV and NP transfer case came with a round identification tag riveted to the backside. We’ll use the NV241 and NP241 as an example here. Obviously, the NV stands for New Venture and an NP stands for New Process. The drivetrain company name changed several times. Anyway, the first number in NV242 (2 in this case) indicates it is a two-speed transfer case with a high and low range. The second number indicates the strength rating (a 4 is stronger than a 3 for example). The third and final number is a bit more complicated. It indicates the type of differential (if any) and the shifting mechanism used. A 1 a means it’s a part-time transfer case; a 2 indicates it has full- and part-time modes; a 3 indicates it is electronically shifted; a 4 means it’s all-wheel-drive; a 5 means it has a Torsen-style differential; a 6 identifies it as having a computer-controlled multi-plate wet clutch; a 7 indicates a GeroDisc differential; and a 9 means it has a viscous coupling. Also, each vehicle manufacturer gets a different letter at the end of the transfer case model number. For example, you might see a tag on the transfer case with a NV241C. The C identifies the NV241 as a Chevy model. A GM would indicate a GM application; a J would indicate a Jeep transfer case; a D would indicate a Dodge transfer case; and so on. Other variations include HD (heavy-duty) and XHD versions, which will have an increased GVWR, most commonly found on diesel and other heavy-duty applications. Obviously, the earlier NP transfer cases like the NP203, NP205, NP208, and others don’t follow this newer identification system. FW

fourwheeler.com

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All performance results are based on third-party commissioned tests using a pick-up truck equipped with LT265/70R17 LR E tires. Tires were tested against other leading brands under controlled conditions and at various speeds. The data reported at 40 mph for wet braking and 44 mph for interior noise. Individual results may vary depending on vehicle type, tire maintenance, driving style and road condition. For complete test results write to Yokohama Tire Corporation at 1 MacArthur Place, Suite 800, Santa Ana, CA, 92707.

© 2017 Yokohama Tire Corporation

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Tech

T

HE TRANSFER CASE—ONE OF ITS BENEFITS

is that low gear. It’s one of the selling points for the Jeep Wrangler Rubicon.

How low you need to go is a talking point around the campfire. And it’s a focal point of what it takes to be capable of crawling a 4x4 over impassable terrain. Sure, big tires and loads of horsepower help get the job done, but ain’t nothing like low gearing to ’wheel with finesse. The aftermarket has some hardcore options in this capacity, from gears and doublers to low-range boxes and all sorts of innovation in between. Here’s a sampling of what’s available.

TRANSFER CASE LOW-GEARING PRODUCT GUIDE Achieve slow and crawl

By Tori Tellem

editor@fourwheeler.com Photos: Courtesy of the manufacturers

->MAGNUM GEARBOX FROM OFFROAD DESIGN

What: The Magnum underdrive is a planetary gearbox, and finds its home between the transmission and NP205 T-case. By adding the Magnum, think of it as having four ranges: the NP205’s stock 1:1 high range and 2:1 low range and two more low ranges—the Magnum in low range coupled with the NP205 in high range for 2.72:1, and 5.33:1 when both are in low range.

Some tech: The company utilizes a one-piece input for connecting to the NP205, and it’s big—a diameter of 13⁄4-inch—plus the underdrive is short and lightweight.

Helpful to know: “We can build entire systems for you with the NP205 and Magnum shipped to you ready to install with common upgrades like HD yokes and bearing retainers, new shift rails, and HD output shafts.”

Price: You’re looking at $1,990 How to get: Offroad Design, offroaddesign.com 30 DECEMBER 2017 FOUR WHEELER

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Tech Transfer Case Low-Gearing Product Guide ->NORTHWEST FABWORKS BLACKBOX SERIES

What: The Blackbox Series is a line of shiftable underdrive gearboxes—you’ll have a gear-reduction box that can take you from 1:1 to 2.72:1 low range, for three low ranges (with your current T-case). It fits many vehicles, including Jeep, Ford, GM, Toyota, and Dodge/Ram, but also aftermarket cases, such as the Hero and Atlas 2.

Some tech: The company says the planetary gearbox has an 80mm roller bearing support at the input and output of the 8620 mainshaft. It also has an adjustable shifter assembly, an optional cable shifter, billet input retainers, and 360-degree clocking for rotating the T-case 360 degrees.

Helpful to know: “Due to the unique design, the Blackbox can often adapt transmission/transfer case combos without any additional parts.”

Price: Ranges from $729-$1,749 How to get: NorthWest FabWorks, northwestfab.com

|>TRAIL-GEAR TRAIL-CREEPER

What: The name kind of says it all for what you’re gonna get, but just in case…it’s a T-case reduction gear kit. This equates to a 4.70:1 low range ratio for the ’79-’95 Toyota pickup and 4Runner T-case. You can buy the Trail-Creeper gears as 21 or 23 spline, and the kit has replacement gears, gaskets, and seals. The gearset will reduce the stock low range from 2.28:1.

Some tech: The company said it chose Japanese alloy SCM415 for its strength and wear-resistance, and because it’s a material that also remains strong under high-temp usage.

Helpful to know: “V-6 applications require the transfer case be replaced with a four-cylinder gear-drive unit and V-6 adapter plate. Speedo cable, floorboard, driveshaft, and crossmember changes may also be required.”

Price: $549 How to get: Trail-Gear, trail-gear.com

|>NOVAK 300RX

What: The 300RX from Novak works with all ’80-’86 D300s (this includes the ’80 short and IH). This heavy-duty Dana 300 output—as short as you’ll likely find—equates to 4.625 inches, which is 1.8 inches shorter than the long-output version and 0.75 inch shorter than the short-output version, Novak said, regarding the measurements taken from the rear face of the T-case to the center of the U-joint.

Some tech: There’s a 32-spline alloy shaft, two tapered roller bearings, a grooved input shaft pilot bearing, and a tailhousing cast from 356 aluminum, then strengthened.

Helpful to know: “It works with all known gearsets and adaptations in standard or flipped configuration with dual breather ports to accommodate either orientation. Because of the extreme short length, it will only accommodate an electronic speed signal. The 3-pulse (stock later-model Jeep) or 40-pulse (standard late GM) reluctor options are available. If no sensor is ordered, that port will come with a plug where the sensor would go.”

Price: MSRP is $619 How to get: Novak Conversions, novak-adapt.com

<-LOW-RANGE GEARSET FOR DANA 20

What: Summit Racing’s got what you need if you’re trying to slow your ’63-’79 Jeep CJ, Jeepster, pickup, or Wagoneer. Ditto a ’72-’79 IH Scout. This Advanced Adapters low-range gearset is a five-gear kit that knocks out the factory 2.03:1 low for 3.15:1 gearing.

Some tech: There are kits for either the Dana 18 or Dana 20 transfer cases, and they include all the hardware and gaskets you need.

Helpful to know: “A slight amount of internal case grinding is necessary.”

Price: Approximately $1,200 How to get: Summit Racing Equipment, summitracing.com 32 DECEMBER 2017 FOUR WHEELER

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Tech Transfer Case Low-Gearing Product Guide <-LOMAX 4-TO-1 REDUCTION GEARSET FROM JB CONVERSIONS

What: The LoMax from JB Conversions is for the Jeep Dana 300 T-case with a 4:1 reduction in low range. This “five-gear set” features notable tooth volute shapes and gear-hub beefiness.

Some tech: The LoMax features one-piece construction, and there are two 27-tooth gears and two 18-tooth gears, plus an idler gear and custom shift rail included in the kit.

Helpful to know: “The LoMax gears are compatible with both the long- and short-tail versions of the Dana 300. Although not required, it is highly recommended that a complete rebuild accompany the installation of the LoMax gears. Supplemental rebuild kits are available from JB Conversions.”

Price: Starts at around $1,000 How to get: JB Conversions Inc., jbconversions.com

|>TERAFLEX TWO-WHEEL-DRIVE LOW-RANGE KIT

What: The 241OR 2Low 2WD Low Range Shift Sector Kit is for the Jeep Wrangler Rubicon and will up (er, down) your lowrange shift pattern to include a two-wheel-drive low range.

Some tech: Your new shift pattern? 2-Hi, 4-Hi, Neutral, 2-Lo, and 4-Lo. A bonus should be better turning capabilities for you on narrow switchbacks. Another bonus could be steering bind going away.

Helpful to know: “The 2Low retains the use of all factory lowrange options, such as ESP disabling, electronic sway bar disconnect, and locker engage and disengagement.”

Price: About $272 How to get: TeraFlex, teraflex.com

|>ADVANCE ADAPTERS ATLAS

What: The Atlas has been around since 1996, and both two- and four-speed are available (Atlas 2 and Atlas 4, respectively). There’s also a race version with extra beef.

You can customize your Atlas based on yoke, shifter, tailhousing, and other needs.

Some tech: Gear-driven T-case. There’s a new internal oil pump for flat-towing your rig while still oiling the gears, plus an optional parking brake. And you have multiple choices in gear ratios for two- and four-speeds. Low-range ratios run from 1.5-5.0— multiplied in the Atlas 4.

Helpful to know: “The installation of an Atlas four-speed should be nearly the same as the standard Atlas two-speed. The Atlas four-speed is just a bit longer.”

Price: Varies by app since they’re custom built. For example, the four-speed for the Jeep JK could cost you around $3,500.

How to get: Advance Adapters, advanceadapters.com

<-MARLIN CRAWLER DUAL TRANSFER CASE

What: Know that if Mount Rushmore got redone as “Mount Slowmore,” this would be one of the founding faces in that reimagined carving. The TacoBox Supreme is for the Toyota Tacoma, 4Runner, FJ Cruiser, and T100, and turns the transfer case into a four-speed, with up to 28 different speeds (as in, 24 forward gears, 4 reverse). Selectable gear ratios are 1.00:1, 2.57:1, 4.70:1, and 12.08:1.

Some tech: Japanese-made chromoly gearing, 32-ball-count double roll main bearing.

Helpful to know: “Installing a dual transfer case into a four-cylinder-equipped truck requires moving your existing T-case back approximately 61⁄2 inches. The additional crawl box is installed between the transmission and T-case. All four-cylinder gear-driven T-cases are 21 spline except for the ’86-’87 turbo, which is 23 spline. 2.28:1 or 4.70:1 gears can be used in any combination in the two T-cases. The most common choice is one set of 2.28:1 gears and one set of 4.70:1 gears, known as a Dual Ultimate Crawler.”

Price: MSRP of $2,199 How to get: Marlin Crawler Inc., marlincrawler.com fw 34 DECEMBER 2017 FOUR WHEELER

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Tech

NP241 HOME

By Jay Kopycinski

editor@fourwheeler.com Photos: Jay Kopycinski

REMEDIES JB Conversions helps make a transfer case better than new

T

HE NEW PROCESS 241 IS AN ALUMINUM-CASE,

chaindrive unit that was used in Chevy, Dodge, and Jeep 4WDs beginning in 1987. It was offered with both passengerand driver-side front outputs, with input spline counts from 23 to 32. Low range ratio is 2.72:1 using a six-pinion planetary assembly. Versions were built for mechanical speedometer cables and for electronic vehicle speed sensors.

The NP241 is a solid, reliable transfer case and superior to the NP203 it replaced. But as they age, the drivechain can stretch. Also, the synthetic pads on the shift forks wear, causing intermittent problems when the forks do 38 DECEMBER 2017 FOUR WHEELER

not stay in their intended position. Lastly, unchecked rear seal leakage can lead to eventual lubrication starvation and failure.

We needed an NP241 for a project we’re working on. They’re quite plentiful so we easily sourced one from a ’95 Chevy Silverado at a salvage yard for a mere $135. However, one big downside to this case is the rear driveshaft slip-yoke at the rear. The housing is long at the tail and the rear yoke seal is prone to leaking.

This setup with the slip in the transfer case is also less reliable than when the slip occurs in the driveshaft itself.

JB Conversions offers a number of proven

slip-yoke eliminator (SYE) kits to solve this problem on the NP241 and other transfer cases. JB Conversions’ John White says, “We were the first to come out with the HD 231 SYE and 241 SYE with a 32-spline shaft in 1993.” We opted to use the company’s Standard Length SYE kit to both shorten the tail of our transfer case and improve reliability. JB Conversions also offers the hard-to-find master rebuild kit for our T-case, so while we had much of the case torn apart we decided to restore its operation with new wear components.

One-stop shopping!

We were able to complete the entire process fourwheeler.com

5

1

6

1. Shown here is JB Conversions’ NP241 slip-yoke eliminator kit along with their appropriate master rebuild kit.

2. Here’s our donor transfer case with the long rear slip-yoke housing. The slip-yoke adds extra length to the transfer case (less length to your driveshaft) and is prone to leaking over time.

3. We began the teardown by removing the front yoke.

To remove the bolt we held the yoke in place with a bar we bolted on. Some mechanics will hammer these yokes off and on with an impact gun, but it’s difficult to properly torque the nut with that method.

4. After removing the rear extension and retainer housings, the rear case was separated from the front case to reveal the chain and gears.

5. The multi-link chain was pulled from the case along with the front output shaft.

6. The next major disassembly was removal of the shift mode fork along with the mainshaft assembly.

Then the range fork assembly and the shift sector were pulled.

2

7. Here you can see the six-pinion planetary, lowrange assembly. Its mating ring gear remains behind in the front case half. Other than removing a few bearings and seals from the housings, this completed disassembly and we moved forward to cleaning all the parts and inspecting everything.

8. We began the reassembly and rebuild using a master rebuild kit from JB Conversions. A new front bearing was tapped into the front case assembly.

We used automatic transmission fluid for lubrication during assembly.

on a workbench in less than a day using mostly common mechanic tools, but did use a press to install a couple of bearings. We’ll show you a good overview here of the JB Conversions SYE kit installation, plus what it takes to rebuild the NP241. But, there are more details.

One resource we’ve found to be useful is the NP231/241 Guide from Automatic Transmission Service Group (ATSG). It contains full disassembly and assembly procedures for the transfer case, along with detailed information on its operation. fourwheeler.com

3 7

4

8 FOUR WHEELER DECEMBER 2017 39

Tech NP241 Home Remedies

9

10 14 9. Thereâ&#x20AC;&#x2122;s a pilot needle bearing inside the input gear. An appropriate driver is helpful for installing the new one with a press fit, but we were able to do the job with some scrap steel stock we had on hand.

11

10. The low-range assembly was taken apart and inspected. The input gear and the planetary gears looked fine. We found a good deal of black debris in the bottom of our transfer case upon disassembly and were not sure what the origin was until this point. The culprit was that the old thrust washers were cracked with portions completely missing. We cleaned everything up and reassembled with fresh thrust washers.

11. The low-range assembly was slipped back into the bearing in the front case. The manual cautions about pushing excessively on this assembly for reinstallation. However, ours dropped in from above with the help of gravity and a gentle tap.

12

13 40 DECEMBER 2017 FOUR WHEELER

12. Snap rings are used on a number of the bearings and shafts. A good pair of flat bill retaining ring pliers is extremely handy for dealing with each of

them. Here, the input gear was secured in the front case with a snap ring, then followed with the bearing retainer cover with a new seal.

13. The shift sector received a new O-ring and bushing where the shaft exits the case to mate to the shift lever. The high-low range fork engages in the slot and the mode fork is actuated by the bumps along the edge where the thumb is resting. There is also a shift detent pin (bottom of case) used with the shift sector.

14. Hereâ&#x20AC;&#x2122;s the new JB Conversions mainshaft mating with the large drivechain sprocket and synchronizer assembly. The synchronizer is what allows the transfer case to be shifted between 2-Hi and 4-Hi ranges while the vehicle is in motion. The splined and threaded end is where the new SYE output yoke will reside.

15. An NP241 will start to develop issues with the shift fork engagement and stability as the synthetic fork pads wear. These were all replaced using new pads supplied in the JB Conversions rebuild kit.

15 fourwheeler.com

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Tech NP241 Home Remedies 16. The shift forks, mainshaft assembly, front output shaft and a new BorgWarner drivechain were all worked into place in the front case.

17. A magnet at the bottom of the case helps catch steel particles that are shed as parts wear. Upon opening the case, we found lots of small chunks from the broken thrust washers, but minimal metal debris.

18. This caged needle bearing fits in a blind hole in the rear case. A blind hole bearing puller would have been handy to get the old one out, but we didn’t

16

have one on hand. Some careful work with a Dremel cutting disc allowed us to score the cage and then peel the bearing out. We used a shop press to install the new one.

19. The NP241 uses a shaft-driven pump to pick up fluid from the bottom of the case and route it to the top to lubricate the internal parts. We installed a new seal in the pump and a new oil pickup screen.

20. While guiding the oil pump in place on the mainshaft, the rear cover was installed. We used silicone RTV sealer on all the case surfaces. Bolt torque values were found in the ATSG guide.

21. On the tail of the mainshaft is either a speedometer drive gear or a reluctor ring (as shown here) for an electronic speed sensor. Snap rings are used to hold this piece in position.

22. The Standard Length JB kit reuses the factory rear retainer. We installed a new bearing from the kit and then bolted the JB aluminum bearing retainer in place. The rear retainer and the yokes were the final items installed during the build.

17 21

23. Here’s the completed slip-yoke eliminator setup ready to mate to a traditional 1310 CV driveshaft.

JB offers several output yoke options and several kit types for the NP241, including the company’s Shorty kit that further reduces the overall length of the transfer case. fw

SOURCES

Automatic Transmission Service Group 800/245-7722 atsg.us

JB Conversions, Inc. 337/625-2379 jbconversions.com

18

22

19

20 42 DECEMBER 2017 FOUR WHEELER

23 fourwheeler.com

“It’s Time For You To Start Driving Your Four Wheeler Under The Influence Of The Best Ignition Available!”

Chevy D.U.I. Distributor

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Off-roading demands faultless reliabilty and right now performance. Which is why the D.U.I. Ford distributor is the perfect choice for your Ford 4x4 or Bronco. It is the best one-piece ignition system for Fords. It drops in easily, features the coil inside the cap and the module inside the distributor. So, don’t take a chance in the wilderness…install a D.U.I. Ford distributor.

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The D.U.I. is virtually water, mud and vibration proof because the electronic components, a 50,000 volt D.U.I. coil and high output Dyna-Module, are protected inside the distributor. All you have to do is run one 12-volt wire to the D.U.I and you’re ready to run! There is also an optional tach hook-up provided.

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Feature

DADDYâ&#x20AC;&#x2122;S

MINIVAN The front bumper from Mercenary Offroad gives the Excursion a much better approach angle than the stock bumper. The heavy-duty steel bumper protects the important bits while hiding a Warn Zeon 12 Platinum winch and freeing up a ton of space for clearance.

46 DECEMBER 2017 FOUR WHEELER

fourwheeler.com

Travis Raville’s Excursion means adventure for the whole family

By Jake Headlee

O

editor@fourwheeler.com Photos: Jake Headlee

FF-ROAD ADVENTURES ARE OFTEN A FAMILY AFFAIR, THOUGH MANY OF THE VEHICLES ON THE

market just aren’t big enough for the whole family, plus their friends and all the mandatory gear. To solve that issue, Travis Raville of Thousand Oaks, California, decided to break away from his GM love and seek out a Ford.

The Ford Excursion was exactly what Travis wanted. A straight-axle up front, thirdrow seating with plenty of room for gear, and it could be optioned with a reliable turbodiesel powerplant. Previously, he had a seriously built Pontiac GTO. The 1,000hp car was fun, “but it was a one-way car,” Travis explains. “We’d get somewhere and it would break; it would go home on a tow truck.” He needed something bulletproof.

With Excursions becoming rarer as time goes on, Travis had to search around. He found an ’01 Excursion with a 14-inch lift, 38-inch tires, and a blown transmission. The rest of the rig was acceptable so he bought it, immediately having it towed to John Wood Automotive where they specialize in Ford transmissions. The shop set up the truck with a Towmaster H/D transmission, complete with billet torque converter, cryogenically treated shafts, and a B&M cooler.

fourwheeler.com

FOUR WHEELER DECEMBER 2017 47

Feature Daddy’s Minivan After about two weeks, “Daddy’s Minivan” was taken to Ultimate Truck Performance in Oxnard, California, for engine work. “I let the shop know that I wanted to do everything we can to the 7.3L,” Travis says. “It needed to be drivable and wheelable, but I didn’t want to get into the internals of the engine.” Ultimate Truck Performance threw the book at it. A regulated return fuel system, Farmboys Diesel Performance fuel injectors, Terminator high-pressure oil pump, aFe Magnum FORCE cold air intake, Garrett GT38R ball bearing Turbo, and an MBRP 4-inch Turbo Back exhaust system—the works.

Next, Travis turned his attention to the suspension. He was not happy with the height of the truck. Mercenary Offroad happened to be located next door to Ultimate Truck Performance, so he went to see how they could help.

Todd Farrand, the owner of Mercenary, and Travis worked together to reimagine the Excursion’s suspension. Travis wanted the truck to be as low as possible with large tires. He wanted to build a rig that would allow him to explore with

his wife, their three kids, and any friends they were to bring along.

Originally, the goal was to put the truck back to stock height and run 40-inch tires, but with Excursions sitting lower than their Super Duty siblings, a minor lift was needed. They decided to run a set of Atlas Spring 3-inch-lift leaf springs in the front, bringing the truck just a bit above where a stock Super Duty would

sit height-wise. Out back they installed a set of 5-inch Atlas springs to keep the truck level and load ready. King 2.5 10-inch-travel shocks were added to the front, and King 2.5 12-inch-travel shocks were added to the rear.

The axles were left mostly stock, with the exception of adding 4.88:1 ratio gears from Nitro Gear & Axle. Mercenary Offroad added Dynatrac manual locking hubs, a custom-built track

1. For being such a large vehicle, the Excursion is surprisingly nimble off-road. The leaf springs and straight-axle allow the truck to have the brute strength it needs, while the long wheelbase helps keep the beast firmly planted to the ground.

2. The high-clearance rear bumper from Mercenary Offroad is incredibly strong. The unit can handle occasional tail-dragger duties due to the rear overhang of the truck as well as support the weight of a fullsize spare tire.

1

2 48 DECEMBER 2017 FOUR WHEELER

fourwheeler.com

bar and a high-steer system boosted by an AGR Rock Ram hydro-assist steering system. To beef up the rest of the truck, Mercenary installed their “Big Boy” high-clearance front bumper, loaded with Baja Designs S2 LED lights, and a Warn Zeon 12 Platinum winch.

Out back is a Mercenary high-clearance wraparound rear bumper with tire carrier that carries a fifth 40x13.50R17LT Toyo Open

Country M/T tire wrapped around a TrailReady 17-inch beadlock wheel. The bumper even has a hidden hitch behind the license plate.

Lighting up the trails is easy with a pair of dual curved LED lightbars above the windshield. The bars are mounted via Mercenary Offroad mounting brackets and protected by Rock Socks, also by Mercenary Offroad.

Travis is like most of us; our projects are

never done. He is already working on the next stage of the Excursion build and is starting to look for another Excursion that he and his son can build for when he turns sixteen. In the meantime, however, “Daddy’s Minivan” packs more than enough punch for both on- and offroad excitement and adventures for the whole family. There might even be enough room for your family, too. fw 3. Mercenary Offroad custom-built the track bar and high-steer system. To boost the steering even more, an AGR Rock Ram hydro-assist system was installed to help tame the massive tires. The front diff is loaded with 4.88:1 Nitro Gear & Axle gears.

4. The front suspension is intentionally nothing super fancy. Travis wanted strength and reliability, so he went with 3-inch Atlas Spring leaf springs and King 2.5 smooth-body shocks.

5. The rear is as “boring” as the front. Strength and reliability were paramount, so more Atlas Leaf Springs were installed with King 2.5 smooth-body shocks.

6. A truck this big deserves to have lighting to match.

A set of 50-inch curved lightbars can light up the campsite, as well as a few neighboring campsites.

3

7. Other than the pyrometer and transmission temp gauge, the interior of the Excursion is stock (so far).

Travis plans to add a full rear drawer system and various other additions.

4

8. Under the hood appears to be mostly stock. A couple of Duracell batteries, aFe Power Magnum FORCE cold air intake—basic stuff. But there are also more bolt-ons like an MBRP Turbo Back exhaust, Garrett turbocharger, and an upgraded high-pressure oil pump.

5 AT A GLANCE GENERAL

Vehicle: ’01 Ford Excursion Owner: Travis Raville Stomping grounds: Anywhere

DRIVETRAIN

6

7

Engine: Ford 7.3L Power Stroke turbodiesel Transmission: Towmaster H/D from John Wood Automotive Transfer case: NV273F Low range ratio: 2.72:1 Crawl ratio: 35.97:1 Front axle/differential: Dana 50, Nitro Gear & Axle 4.88:1 gears/open Rear axle/differential: Sterling 10.5-in, Nitro Gear & Axle 4.88:1 gears/stock limited slip

SUSPENSION Front: 3-in Atlas Springs with King 2.5 10-in-travel shocks Rear: 5-in Atlas Springs with King 2.5 10-in-travel shocks Steering: Custom high-steer, AGR Rock Ram hydraulicassist

TIRES/WHEELS Tires: 40/13.50R17LT Toyo Open Country M/T Wheels: 17x9 TrailReady beadlock

MISCELLANEOUS

8 fourwheeler.com

Lighting: Curved LED lightbars, Baja Designs LED bumper lights Armor: Mercenary Offroad front and rear bumpers, Warn Zeon 12 Platinum winch, AMP Research PowerSteps Cool stuff: Auxiliary transmission temperature gauge and pyrometer fw

FOUR WHEELER DECEMBER 2017 49

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Feature

EPITOME OF R The ’17 Chevy Silverado HD is as polished as it’s ever been

By Mike McGlothlin

T

editor@fourwheeler.com Photos: Mike McGlothlin, Jessica Walker, and courtesy of Chevrolet

HE HEAVY-DUTY PICKUP SCENE IS A BUSY PLACE THESE

days. With diesel engines packing 900 lb-ft of torque, commercial-grade six-speed automatic transmissions, and towing and payload capacities perpetually climbing skyward, there is little left to be desired on these mountain movers. In fact, before any of the Big Three’s latest truck offerings even begin to break a sweat, you’ll need to obtain a commercial driver’s license. Think about that…

As for the ’17 Chevrolet Silverado 2500 and 3500 HDs, GM opted to perfect its existing chassis, debut an all-new Duramax powerplant, and leave the GCWR number-chasing to Ford and Ram (for now). While this

52 DECEMBER 2017 FOUR WHEELER

move might seem submissive, we can assure you that it’s anything but. With the majority of its customers towing between 10,000 and 20,000 pounds, it only made sense to further refine its product for its target audience.

To find out exactly what the ’17 Silverado was made of, Chevrolet invited us to a ride-and-drive event cohosted by John Deere in the Quad Cities area of northwest Illinois and southeast Iowa. While there (CDL in hand), we were able to get behind the wheel of 2500- and 3500-model trucks that had been loaded to their maximum GCWR. Throughout our testing, it was clear that the latest Silverado is as polished and capable as it’s ever been.

fourwheeler.com

REFINEMENT <-L5P Duramax

Without question, the all-new Duramax diesel is the headline for the ’17 Silverado HDs. Thanks to a complete redesign, the L5P-code 6.6L V-8 produces a class-leading 445 hp at 2,800 rpm and an incredible 910 lb-ft of torque at just 1,600 rpm.

To stand up to the elevated cylinder pressures required to achieve that torque figure, the deep skirt, cast-iron block is heat-treated for a 20 percent improvement in strength. The connecting rods, equipped with larger bearings and beefier wrist pins than predecessor engines, are 20 percent stronger as well. In addition, for the first time since being introduced in 2001 the Duramax does not utilize a Bosch common-rail fuel system. Instead, Denso G4S Gen III solenoid-style fuel injectors and a Denso HP4 injection pump will handle high-pressure fuel supply (up to 29,000 psi). An electronically controlled and actuated variable geometry turbocharger takes care of aspiration, forcing boosted air through an air-to-air intercooler before making its way into the highest flowing set of aluminum cylinder heads to ever grace a Duramax.

|>The Full Scoop

For anyone out there in reader-land still wondering, yes, the hood scoop is fully functional—but also 100 percent necessary. According to the folks at Chevrolet, the L5P Duramax receives roughly half of the air it needs through the hood scoop. To keep moisture and airborne debris from entering the intake tract, incoming air is routed through an expansion chamber whereby liquid(s) and heavier debris settle in the bottom (and escape via draining to the atmosphere) while air is allowed to flow through to the engine. The chamber itself is essentially self-cleaning, although an integrated plug exists for removing larger debris. In environments where the ambient air temperature is excessive and the engine is working at maximum load, you’re bound to see more heat (namely elevated exhaust gas temperature). This passive cold air intake system provides for controlled intake air temperatures to enter the engine at all times so the truck never experiences a de-fuel scenario (where the ECM pulls power in order to keep the engine safe). fourwheeler.com

<|Updated A1000

The tried and true Allison A1000 automatic will remain the sole transmission option behind the Duramax, albeit with several updates to cope with the newfound torque. Among the six-speed’s key revisions is a larger output shaft and an upgraded torque converter with added holding power. The clutch packs, input shaft, and intermediate shafts are all carryover items, while driveline reinforcements come in the form of larger U-joints. From our own observations (independent data gathered at the drag strip), only a 12-14 percent drivetrain loss in power occurs on the ’17 trucks—a testament to the Allison’s power-transfer efficiency.

FOUR WHEELER DECEMBER 2017 53

Feature Epitome of Refinement ->Explosive Acceleration

Unloaded, the ’17 Silverado HD is hands down the quickest truck in the heavy-duty segment. In fact, Crew Cab, shortbed, 4x4 configuration 2500 models are capable of sprinting through the quarter-mile in 14.8 seconds. While not impressive by today’s sports car standards, that type of giddy-up is proof positive that just under 400 of the engine’s 445 ponies make it to the wheels. In our time behind the wheel, we noticed a touchier accelerator than what we found on the ’11-’16 trucks. Chevrolet disclosed that less spring tension is now employed on the accelerator pedal, which means less throttle input is required to accelerate. Couple that touchier accelerator with 910 lb-ft of torque being available as early as 1,600 rpm, and it’s easy to see why the new Silverado 2500 HDs can go from 0-to-60 in just over 6 seconds.

|>Built to Tow

As most of us know, the days of GM’s HD trucks getting pushed around by a loaded trailer faded with the release of the ’11 model year Silverado and Sierra, which sported a fully boxed frame, 3-inch-wide asymmetrical leaf spring packs, and a beefier independent front suspension. Building upon that chassis redesign—and knowing that when its customers hook to a trailer they’re usually towing one of their most prized possessions—the ’17 trucks take things a step further in terms of controlling loads. The combination of an exhaust brake, quick-reacting integrated trailer brake controller, and a Tow/Haul mode that has all but been perfected culminates in a relaxing towing experience, regardless of what you have in tow.

The ’17 Silverado HDs may not have the edge in the GCWR war, but they certainly feel right at home when towing at or near their maximum capacity.

Pushing the (Legal) Limit To get an idea of just how capable the new Silverado is, Chevrolet loaded a 33foot tandem axle Big Tex gooseneck trailer with a 310L John Deere backhoe and attached it to one of its Crew Cab, dual rear wheel 3500 models. The combination brought the truck within 1,000 pounds of its maximum GCWR of 31,300 pounds.

While no pickup ever really appreciates being saddled with that much weight, the truck’s chassis didn’t seem to mind, the Duramax had no problem getting the load moving, and the Allison always gave us the right gear for the given driving situation.

However, we were much more impressed with how well the dualie was able to bring all that mass to a halt. Between the integrated trailer brake controller, firm yet smooth engagement of the exhaust brake, and aggressive downshift strategy of the Allison when in Tow/Haul mode, stopping 30,000 pounds worth of truck and trailer felt very sure-footed.

54 DECEMBER 2017 FOUR WHEELER

|>Conventional Towing

Pushing the conventional trailer tow rating of its 3/4-ton model (13,000 pounds, in this case), Chevrolet also invited us to pilot a Crew Cab, shortbed, 4x4 Silverado 2500 HD. The load consisted of a John Deere 324E skid steer strapped to an 18-foot tandem axle trailer, also supplied by Big Tex Trailers. For this test, the Duramax/ Allison combo was definitely in its element from an acceleration standpoint. Merging onto the interstate and overtaking other vehicles could be accomplished with little effort. Stability was what you’d expect from a single rear wheel, 3⁄4-ton pickup toting a compact piece of equipment down the highway—not nearly as good as a dualie, but sufficient enough to get the job done. Just as was the case with the dualie, the exhaust brake, integrated trailer brake controller, and engine braking (courtesy of the timely downshifts you get with the Allison in Tow/Haul) worked flawlessly. Add to that an improved service brake pedal feel (it’s much stiffer than on ’11-’16 models), trailer sway control, and digital steering assist and a lot of the chore work has been removed from the towing experience. fourwheeler.com

Feature Epitome of Refinement <-Fine-Tuned Exhaust Brake

Since 2011, GM has offered an exhaust brake on its diesel-powered Silverado and Sierra HDs. Now with six model years under its belt, the exhaust brake function is as refined as it’s ever been. Its performance is smoother than what you’ll find on Ram 2500 and 3500 models, yet more aggressive than what we’ve experienced on the ’17 Super Duty.

Technically a turbo brake, the exhaust brake takes advantage of the variable geometry turbocharger’s ability to restrict exhaust flow leaving the turbine (exhaust) housing and uses that capability to decelerate the truck. The exhaust brake helps make the descent on the backside of any mountain a comfortable and safe experience—especially when used with the aforementioned integrated trailer brake controller and the transmission’s effective Tow/Haul mode.

|>Multiple Vantage Points Chevrolet’s trailering camera system allows you to keep tabs on your trailer from several angles.

Visibility comes by way of cameras mounted within each sideview mirror housing, a trailer-mounted unit, and an optional third brake light camera. The trailer-mounted camera is designed to be placed at the rear of your trailer for utmost safety when backing, and is hardwired into the trailer lights. The trailering camera system also fully integrates with the Silverado’s infotainment system and provides imagery from up to four different cameras simultaneously. Our favorite feature is the fact that the sideview mirror cameras are activated anytime you use your turn signals.

A Different Path |>The Highlife

Of course, a top-of-the-line High Country model—equipped with nearly every bell and whistle offered in Chevrolet’s arsenal—was on hand for everyone to drool over. Available only in Crew Cab configurations, the High Country trim level includes 17-inch, polished forged-aluminum wheels on dual rear wheel models (shown) and 18-inch chromed-aluminum wheels on single rear wheel 3500s. A unique grille, paintmatched front and rear bumpers, and 6-inch-wide chrome running boards are also part of the deal, while a choice of Saddle or Jet Black interior, heated and vented custom leather-appointed front seats, center floor console, and a Bose premium audio system highlight the list of luxuries found in the cab. A spray-in bedliner is also included in the High Country package, complete with a full-on Chevy logo. And, who could forget the wireless charging pad for your smartphone?

It’s clear that Chevrolet, and GMC for that matter, have chosen to blaze a slightly different trail than Ford and Ram. While those two duke it out for ultimate GCWR supremacy, GM is perfecting its existing product and catering to the lion’s share of its HD customers: folks that tow between 10,000 and 20,000 pounds. In our opinion, they’ve forged a quality contender in an unbelievably competitive segment. From the powertrain to the chassis, and the quiet, comfortable interior to the state-of-the-art gadgetry, the ’17 trucks display refinement.

->Comfortable and Quieter Cab The diesel rattle is officially gone as far as Chevrolet heavy-duty trucks are concerned. Thanks to the use of inlaid, triple-sealed doors, an acoustic windshield, and various other measures taken to limit in-cab noise, the ’17 HDs are ultra-quiet.

Under the hood, sound-deadening rocker covers and the new injection system’s use of multiple pilot events make the diesel clatter extremely faint. Aside from a slight hint of compression ignition at idle, the average Joe might not even know a Duramax exists under the hood. As for comfort, the same cab that debuted in ’15 is in use with its added legroom in Crew Cab configurations, along with double cab models receiving forward-hinged rear doors. Lastly, dual-firmness foam seats help alleviate fatigue and offer added support. fw 56 DECEMBER 2017 FOUR WHEELER

fourwheeler.com

WHE YOU PUSH THE LIMITS WHEN ZEON EO O N PPLATINUM PULLS YOU THROUGH Winching has a new gold standard: the WARN® ZEON Platinum™ It’s built for those who push the limits–with double the durability, 20% faster line speed, and extreme IP68-rated waterproofing. The Advanced Wireless Remote controls not only the winch, but also the clutch and other accessories. With a 10- or 12,000 lb. capacity ZEON Platinum winch, you’ll go places others only dream about.

ADVANCED WIRELESS CONTROL Sophisticated smart device controls the winch, and much more

REMOTE CLUTCH The only winch today with the advanced remote controlled clutch

UP TO 12,0 0 0 LB. CAPACITY The new ZEON 12-S Platinum features strongest-in-class Spydura Pro—the same synthetic rope found on many military vehicles

G O T O WA R N . C O M T O L E A R N M O R E .

Feature

By Mike McGlothlin

W

editor@fourwheeler.com Photos: Mike McGlothlin

HETHER YOU’VE SEEN THEM STORM-

ing through the mines, kicking up dust at the quarry, or transporting dirt in a road development setting, off-highway dump trucks possess an inherent awesomeness that’s impossible to ignore. Take one look at the articulated versions and you up the cool factor even further. These agile, earthhauling behemoths can usually be found in fast-paced environments where productivity is key—and time is money. We stopped by John Deere’s Coal Valley, Illinois, proving grounds to get an inside look at one of the construction industry’s latest articulated dump trucks (ADTs): the 260E.

Produced at Deere’s Davenport, Iowa, facility, the 260Es—and all E-Series ADTs for that matter—were designed to replace the older D models. Along with payload increases across the board, features such as locking differentials, a high-capacity transmission retarder, and a tire pressure monitoring system now come as standard equipment. While the 260E is the smallest ADT in John Deere’s stable, its 26-ton payload capacity, massive ZF axles, 24-degree approach angle, and 19.4 inches of ground clearance tell us this machine is capable of handling hard work in virtually any type of terrain. A powertrain consisting of a compound turbocharged, 321hp 9.0L Pow-

erTech engine coupled to a fully automatic, eight-speed ZF transmission allows a top speed of 34.2 mph to be achieved. And, despite the fact that it tips the scales at 49,990 pounds (empty), the 260E is exceptionally light on its feet. In fact, its power-to-weight ratio is among the best in its class.

Combine all of the above with ease of serviceability, a quiet, comfortable cab, and John Deere’s JDLink telematics system providing remote diagnostics and programming capabilities, and you have one of the most durable, refined, and technologically advanced ADTs in the world. Turn the page for a closer look at what makes the 260E tick.

ANATOMY OF AN

ARTICULATED DUMP TRUCK

58 DECEMBER 2017 FOUR WHEELER

Up close and personal with the John Deere 260E

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Feature Anatomy of an Articulated Dump Truck 1. ENGINE & TURBOCHARGERS

-> John Deere PowerTech PSS 6090 -> 9.0L (549ci) displacement, inline-six configuration -> Wet sleeve cylinder liners -> 24-valve cylinder head -> 321 hp at 1,900 rpm -> 1,138 lb-ft of torque -> Denso high-pressure commonrail fuel system -> Series turbocharger (two-stage, compound turbo arrangement) -> Fixed geometry low-pressure (atmosphere) turbo (right) -> Variable geometry high-pressure (manifold) turbo (left) -> Air-to-air charge air cooler (intercooler) -> Two-stage turbo configuration yields more boost pressure, higher power density, and improved low speed torque

2. REAR AXLES & SUSPENSION

-> ZF model MT-D 3095 planetary -> Differentials with Helical transfer gears, spiral bevel, and inter-axle differential lock (IDL) -> Hydraulically activated, outboard wet multi-disc brakes on each axle for optimum performance and maximum service life -> Optional axle gear oil cooler and filtration system is available -> Load-equalizing, rubber rear suspension blocks -> Tri-link suspension geometry -> Transverse links for lateral restraint

60 DECEMBER 2017 FOUR WHEELER

-> Michelin XADN+ 23.5R25 tires -> 62.9-inch overall tire diameter -> 23.7-inch overall tire width -> 1.5-inch tread depth -> Standard tire pressure monitoring system with temperature compensation

4. DUMP BODY

-> High-strength steel dump body -> 26-ton maximum payload capacity -> Heaped capacity of 19.6 cubic yards -> Dual-acting, single-stage dump cylinders with heattreated, chrome-plated and polished cylinder rods -> Hardened steel, replaceable bushing and pivot pins utilized in dump cylinders -> 12-second raise time -> 7-second lower time -> 70-degree maximum dump angle -> 20-foot 8-inch raised dump body height

5. FRONT AXLE & SUSPENSION

4

1

3. TIRES

2

-> ZF MT-D 3095 with electronic locker -> Locker features auto mode or on-the-fly activation -> Locker activated via floor switch located left of the service brake pedal -> 9.8-gallon gear oil capacity -> A-frame front suspension with oil-filled struts and nitrogen-charged accumulators -> Auto leveling front suspension keeps the vehicle level at all times (loaded or unloaded)

3 fourwheeler.com

6. TRANSMISSION

-> ZF automatic transmission with eight forward speeds and four reverse speeds -> Fully auto with electronically modulated powershift -> Pushbutton F-N-R selectable speed and gear range limits -> Load speed adaptive transmission with gear-skip and gear-hunting protection -> Transmission input retarder provides downhill descent control -> Selectable transmission retarder settings (mild to aggressive) -> Gear hold functionality -> With the touch of a button, the automatic dump feature shifts the transmission to Neutral, applies the service brakes, ramps up engine speed, and raises the dump body -> The vertical mounting of the transmission eliminates the need for a transfer box and allows the integration of an interaxle differential -> Output torque split is 32 percent front, 68 percent rear

7. INTERIOR

-> Sealed, pressurized, and quiet cab (69dB) -> Adjustable air-ride, high-back cloth, and leather operator seat -> Folding training seat with retractable seat belt -> Tilt and telescoping steering wheel

8. MONITOR

-> LCD display for mph, rpm, fuel consumption, transmission and coolant temp, battery voltage, hour meter, trip timer, tire pressure monitoring system, along with onboard diagnostics, and more -> Standard reverse camera in main monitor (as visibility when backing is key) -> Programmable dump body rollover protection -> Optional onboard weighing system calibrated to within 2 percent accuracy once payload exceeds 50 percent

9. GROUND LEVEL SERVICEABILITY

-> Quick checks and periodic maintenance can be performed from ground level -> Hydraulic front suspension provides for engine to be lifted or lowered for ease of maintenance accessibility (shown) -> Electric tilt hood -> Remote jumper posts accessed from ground level (should a battery need a recharge or boost) -> Lube banks position hard-to-reach grease zerks in one, easily accessed central location -> Diesel fuel and diesel exhaust fluid refills can be performed at ground level

7

8

9

About This Series

T

5 fourwheeler.com

6

his is the fifth installment of the “Anatomy of a…” series. In this occasional series we take a look at the tech (or lack thereof in some cases) that’s integrated into four-wheel-drive vehicles that we may not normally feature. Some of these vehicles are packed with tech, others may be surprisingly simple, and some may have unique features that are specific to their type of off-road use. FW

FOUR WHEELER DECEMBER 2017 61

Feature

Granville Salute

D

UE TO MANY REQUESTS, we’re republishing some of Granville King’s “From The Backcountry” columns as space permits. These columns ran in Four Wheeler from 1984 until Granville’s passing in 1989 at age 70. Granville was a retired aerospace engineer and television screenwriter who lived off-grid in a trailer in Baja, Mexico. His off-road experiences were many, and his storytelling was amusing, riveting, timeless, and unparalleled.

62 DECEMBER 2017 FOUR WHEELER

fourwheeler.com

fourwheeler.com

FOUR WHEELER DECEMBER 2017 63

Feature Granville Salute

64 DECEMBER 2017 FOUR WHEELER

fourwheeler.com

Tech

GATEWAY TO

POWER

By Mike McGlothlin

Adding a second highpressure fuel pump to the 6.7L Power Stroke

editor@fourwheeler.com Photos: Mike McGlothlin

H

ITTING THE HORSEPOWER WALL. IT’S SOME-

thing no auto enthusiast ever wants to face. Unfortunately, for the owners of ’11-’14 6.7L Power Stroke-equipped Super Dutys, that moment comes before the full potential of the factory injectors can be realized. If the restrictive factory turbocharger isn’t the limiting factor, the Bosch CP4.2 high-pressure fuel pump is. With the turbo issue already addressed on this particular ’11 F-350 (in the form of a BorgWarner S366 SX-E now residing in the valley), the latter statement was the case.

Due to the CP4.2 pump flowing approximately 20 percent less fuel than the popular Bosch CP3

66 DECEMBER 2017 FOUR WHEELER

found on comparable engines (’01-’10 Duramax and ’03-present Cummins), it can’t supply enough rail pressure to make the kind of power most enthusiasts are after.

Thankfully, aftermarket options exist for those wanting to pursue higher horsepower.

Larger displacement (“stroker”) versions of the CP4.2 and dual pump systems are both available. For utmost peace of mind, the owner of this late-model Super Duty opted for the dual high-pressure fuel kit offered by H&S Mo-

torsports. The H&S system adds a brand-new Bosch CP3 to the 6.7L engine, which effectively doubles the injection system’s ability to produce adequate rail pressure for the injectors to use.

With a second high-pressure fuel pump in the mix, the pumps are able to share the workload and—of course—add considerable power to the equation. If the prospect of adding another 100 to 150 hp to your 6.7L Power Stroke interests you, the H&S Motorsports kit is the most reliable way to get there.

fourwheeler.com

->“WITH A SECOND HIGH-PRESSURE FUEL PUMP IN THE MIX, THE PUMPS ARE ABLE TO SHARE THE WORKLOAD AND—OF COURSE—ADD CONSIDERABLE POWER TO THE EQUATION.”

4 1

1. Although its ability to provide 29,000 psi worth of rail pressure makes it extremely efficient, the factory Bosch CP4.2 found on the ’11-’14 6.7L Power Stroke flows roughly 20 percent less fuel than a comparable CP3. While this isn’t noticeable at stock power levels, the CP4.2 falls short when a longer injector on-time (i.e. pulse width) is commanded via aftermarket programming. Increased injector pulse width renders

the pump unable to maintain adequate rail pressure to make sufficient power. Even with the factory turbo scrapped in favor of a freer flowing unit, the CP4.2 is only capable of supporting 500 to 525 hp. And with the stock piezoelectric injectors being capable of supporting 650 to 700 hp, you can see why so many enthusiasts install the H&S Motorsports dual pump system on their trucks.

2. While the job of adding a belt-driven CP3 pump to a 6.7L Power Stroke can be performed without pulling the upper intake manifold, lower intake manifold, and turbocharger, this specific truck was being fitted with an upgraded turbo at the same time (hence the empty lifter valley). For ample working space, the fan, fan shroud, and fan hub all have to be removed in order to mount the CP3.

2

3 fourwheeler.com

3. Other than custom PCM programming (more on that later), the only electronic work entails tying the CP3 pump’s wire harness in with the factory harness. H&S supplies a cheater harness for this, but in order to get it to work, the gray factory connector has to be unplugged from the CP4.2 wire harness and its outer tabs removed. Chad Flynn of Flynn’s Shop in Alexander, Illinois, used a die grinder for this process.

4. With the outer tabs gone, the gray factory connector could be plugged into the female end of the supplied cheater harness (shown). Then the male end of the cheater harness was connected to the CP4.2 while the remaining connector would be connected to the CP3 pump’s fuel pressure regulator (also known as the FCA or MPROP) later on, once the CP3 was mounted.

5

6 5. Next on the docket was the removal and modification of the fan hub, but before it could be removed, Flynn had to pull the fan speed sensor harness, fan shroud support stud, serpentine belt, both upper idler pulleys, and the fan and fan shroud off the engine. For adequate clearance for the CP3 pulley, the idler post on the fan hub had to be removed (shown).

We’ll note that it’s important to make sure the fan hub’s rear alignment dowels are reinstalled properly before bolting it back onto the engine.

6. Because the H&S Motorsports kit is designed to have the CP3 supply diesel to the passenger-side fuel rail, the factory rail plug has to be removed. This is accomplished using the only special tool required in the install: a 10mm, 12-point Torx socket. Once removed, the supplied rail feed fitting was installed and torqued to the recommended 80 lb-ft specification.

FOUR WHEELER DECEMBER 2017 67

Tech Gateway To Power

10 8

7 7. The CP3 included in the H&S Motorsports kit is a brand-new Bosch unit originally intended for a 6.7L Cummins application. A pump mount bracket allows the CP3 to bolt up where a second alternator would be located on the 6.7L Power Stroke engine. The CP3 is conjoined to the bracket via three 5 ⁄16-inch bolts, three flat washers, and nyloc nuts (torqued to 20 lb-ft).

8. Mounting the CP3 and bracket assembly to the engine requires use of the included M8x1.25x150mm bolts, flat washers, and lateral support spacer. Here you can see the lateral support spacer, which is located on the lower, passenger side of the pump bracket. After the CP3 and bracket were fastened to the engine, the pump’s pulley, lock washer, and nut were installed, with the nut being torqued to 74 lb-ft.

9

11

9. With the supplied high-pressure hard line in place between the passenger-side fuel rail and the CP3, Flynn installed one of the factory upper idler pulleys (only one of two idlers is retained). To align correctly with the CP3 pulley (and because it installs in the new CP3 bracket), the OE shoulder bolt and spacer were discarded and the 3⁄8-inch bolt and spacer provided by H&S were employed.

10. Next, Flynn threaded the fuel supply and return fittings into the CP3, followed by the included 3⁄8-inch straight push lock fitting (for fuel supply from the fuel filter) and 3⁄8-inch 90-degree fitting (for fuel return). Also notice the CP3 end of the cheater harness has been plugged into the pump’s fuel pressure regulator.

11. In order to accommodate the supply and return needs of the CP3, H&S Motorsports includes a fuel filter conversion kit and a fuel T. The new fuel filter and CNC-machined base sit in place of the factory filter assembly, which retains the same factory quick-connect supply and return fittings (bottom filter posts) but adds a supply line for the CP3 (top 90-degree fitting). The 90-degree fitting on top of the fuel T (left) ties into the factory return from the engine, while fuel returning from the CP3 routes to the barbed fitting.

68 DECEMBER 2017 FOUR WHEELER

12 12. Here you can see that both the fuel filter conversion and CP3 are fully installed. At this point, it was simply a matter of reinstalling the lower and upper intake manifold, intercooler pipes, air intake, and then checking the fuel system for leaks. Prior to firing up the truck, a custom tuning file from Gearhead Automotive Performance was uploaded to the PCM. A custom-tailored calibration is a requirement with dual high-pressure fuel pumps in order to control rail pressure. Specifically, the amount of flow being commanded needs to match what’s needed. fw

SOURCES Flynn’s Shop 217/478-3811

Gearhead Automotive Performance 979/703-7338 gearhead automotiveperformance.com

H&S Motorsports 855/623-4450 hs-motorsports.com

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Tech

sPOD makes wiring accessories orderly and easy

By David Hamilton

editor@fourwheeler.com Photos: David Hamilton

R

EMEMBER THE GOOD OL’ DAYS OF SPLICING

powered accessories such as off-road lights, stereos, CBs, and so on, directly into an ignition switch or cigarette lighter plug on your rig? Or, better yet, splicing them in without fuses? Sound familiar? Well, if you peeked under the dashboard of our ’62 Willys Wagon back in the mid-’80s, you would have witnessed a tangled nest of wires, going every which way and all loose.

Fortunately for us wiring hacks, in 2005,

Precision Designs developed a revolutionary power management system called the sPOD. The company’s very first power distribution management system was designed for Jeep TJs. Since then, sPOD has kept up with the blistering pace of electronic CAN bus in the automotive industry. Even today, the folks at sPOD are still pushing the envelope, developing systems for trucks, autos, trailers, RVs, UTVs, boats, and much more.

After acquiring a ’17 Toyota Tacoma 4x4

TRD Off-Road, our plan was to outfit it with a number of power-sucking devices, including multiple LED lights, a race radio, portable refrigerator, and a dual battery system. With this in mind, we went with sPOD’s newest 8 Circuit Source SE System with HD Switch Panel. It’s single-handedly the easiest and most convenient way to power onboard electrical accessories in a vehicle. We’ve used these products in the past, and will continue to use them in the future.

UNTANGLING THE NEST

70 DECEMBER 2017 FOUR WHEELER

fourwheeler.com

1. The Universal 8 Circuit Source SE System with HD Switch Panel includes all mounting bracketry and necessary hardware to install an sPOD into any truck, car, RV, UTV, boat, or in our case, a ’17 Toyota Tacoma 4x4 TRD Off-Road. Fuses are a thing of the past with the Source SE system, and have been replaced with current-sensing MOSFETs controlled by a microprocessor.

2. The Source SE fits nicely on the top of the Taco’s fuse box. A handy template helped line up the supplied mounting bracket.

3. With the Source SE bolted to the fuse box cover, it was conveniently located on the driver side of the truck, enabling it to be aligned to the firewall passthrough grommet and battery.

4. After sampling various locations to mount the HD Switch Panel in our Tacoma cab, we ended up mounting it to the open 3x2-inch cubby that sits to the left of the steering column.

5. A little customization was required with the sPOD Universal Kit, but we had a Dremel tool and a steady hand. Remember to measure twice and cut once.

Here, we’re opening up the two holes to accommodate the mounting plate.

1

6. Once the holes were opened up to accommodate the HD Switch Panel mounting plate, both bolts were tightened up.

2 The sPOD is very user friendly, and includes three main components: the Source SE, HD Switch Panel, and all of the necessary hardware and mounting accessories to complete the job.

The Source SE is essentially the brain of the system. It mounts inside the engine compartment and is a fully programmable digital CAN bus-controlled system. It uses automotivegrade, high-power and high-temp components with a maximum 100-amp capacity. If you happen to run out of room with the eight circuits, you can daisy chain the Source SE up to 32 circuits with a simple plug-and-play option.

Next is the HD Switch Panel, which is encased in an aluminum billet-machined housing, powdercoated black, with marine-grade silicone encapsulated switches. We mounted the HD Switch Panel in a small 3x2-inch cubby, located to the left of the steering column. With the Universal Kit, you can also mount it anywhere in the cab, such as in the center console or in the upper ceiling pockets. The compact switch panel is about the size of a smartphone and has a built-in Bluetooth feature too, allowing you to control your powered accessories with your cell phone.

Also included are mounting brackets, battery cables, 10 feet of Ethernet cable, and a sheet of 72 reusable labels for the eight switch buttons.

From start to finish, the entire installation took less than an hour to complete, thanks in part to the detailed instructions. Tag along to see the installation highlights of sPOD’s newest Source SE with HD Switch Panel on our 4x4. fourwheeler.com

3

4

6

5 FOUR WHEELER DECEMBER 2017 71

Tech Untangling the Nest

7

8

7. A 1-inch-square opening was cut into the back of the cubby to enable the Ethernet cable to slide through and connect to the HD Switch Panel.

SE unit, a 10-foot-long Ethernet cable is included and runs through the firewall grommet on the driver side.

8. The HD Switch Panel looks factory in this mounting position and is within easy reach to power up any electrical device, from LED lights to a portable fridge.

10. Once the positive and negative cables and Ethernet cable are connected, it’s time to plug in a few accessories. The Source SE features eight circuits rated at 30 amps at 12.5 VDC per circuit, and are user-friendly terminally blocked for attaching accessories. The accessory wiring

9. To connect the HD Switch Panel to the Source

9 pushes through a rubber membrane to help keep the Source SE box free of dust.

11. The first things we wired to our Source SE with HD Switch Panel were Rigid Industries’ 3-inch Dually cube LEDs and 28-inch E-Series LED lightbar, all actuated by the HD Switch Panel. There’s an optional sPOD app for your smartphone too, which will enable you to turn off and on any accessory hooked up to your sPOD. FW

10

SOURCES Duval Offroad Designs 805/375-7551 dodoffroad.net

Precision Designs 661/775-7799 4x4spod.com

Rigid Industries 855/760-5337 rigidindustries.com

11 72 DECEMBER 2017 FOUR WHEELER

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LONG-TERM REPORT

BY CHRISTIAN HAZEL EDITOR@FOURWHEELER.COM PHOTOS: CHRISTIAN HAZEL

2016 Range Rover Sport SVR Packing it in and hauling all-out

L

ET’S FACE IT: IF YOU SPEND OVER

100 grand on a hot 550hp vehicle that’s an SUV, you’re buying an SUV for a reason. You’re not just looking for something with absurd amounts of power that you can drive to the ski chalet, right? We mean, there are high-horsepower Audis and vehicles like that, which are just as luxurious and are actually a bit faster than the Range Rover Sport SVR that won our 2016 Four Wheeler of the Year award. And what do you do with an SUV? You haul lots of people and lots of junk. So for this test installment, that’s just what we focused on: how the “utility” sport/utility vehicle works.

For starters, our SVR test model is equipped with Land

74 DECEMBER 2017 FOUR WHEELER

Rover’s collapsible cargo carrier as part of the $537 RR Sport protection package. It’s a nice, collapsible, soft-sided tray that you can keep smalls in without them rolling all around the cargo area, and it lifts out or folds flat quickly and easily. We like it a lot. On the other hand, the factory retractable cargo security cover that keeps prying eyes off your gear just mostly gets in the way, so it’s been in long-term storage inside our garage for most of our testing. Its mounting position atop the cargo area and behind the rear seat interferes just enough so buckets of baseballs, folding carts, baby strollers, and tall, bulky stuff like that doesn’t fit underneath. With the unit removed, we can really pack in the gear.

The cargo area is fairly generous, to the detriment of the rear passenger legroom. If you’re shorter than 5 feet 10 inches it’s not so bad, but taller people sitting in the back seats for longer periods of time will find themselves wishing the rear seatbacks were afforded 6 inches of the cargo area’s volume.

On the rear seats, the seatbacks do recline to some degree, which makes longer trips more comfortable for adults. Kids don’t seem to really mind either way. But the race-inspired rear buckets with deep side bolsters don’t allow the rear seatbacks to fold forward for a completely flat cargo area. With the side and rear bolsters interfering with each other, the resulting steeply angled rear cargo floor

is awkward to load suitcases, coolers, and bulky items on top of because they just want to slide backwards toward the tailgate.

We put that stuff in the rear cargo area first to act as a slide-stop and then placed our smaller stuff on top of the seatbacks. It’s a small annoyance, but for the amount of time we’ve had the seats flat it’s doable. Another small SVR-only annoyance is trying to access the rear trailer hitch. The rear fascia has a handsome curved shape that partially covers the rear hitch.

To access the receiver hitch for towing or using bike racks you’ve got to remove a small plastic trim piece that’s easily lost or damaged. Our local Land Rover dealership actually broke one of the clips off of our test unit when

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Long-term Report 2016 Range Rover Sport SVR we asked them to remove it for us during an oil change. D’oh. Guess we should have done it ourselves.

And as for other breakages and gripes while loaded, we did run into a couple issues when running the SVR with a lot of weight inside. One particular load we guesstimate at around 750 pounds included trail tools, recovery gear, magazine license plates and print issues, an ARB cooler, drinks, and a ton of other relatively heavy stuff we were moving from SoCal to Phoenix during the hot summer. Despite ambient temperatures of 125 degrees outside, the engine ran cool and the A/C worked quite well, but the load made the vehicle feel somewhat sluggish and heavy. We don’t want to use the word “struggling,” but the whole feel and

experience of driving the SVR with the equivalent weight of four large adults and their luggage inside was changed. And on the return trip with the same weight, we experienced a strange issue after climbing the mountain to this author’s home. With the ambient temperature hovering around 100 degrees, the author stopped at his mailbox 100 yards from his home and put the vehicle in Park.

After returning to the vehicle, the transmission would not shift into any gear. The dash displayed “Gearbox Fault,” so the author walked home and prepared to call a tow truck. However, after sitting for about 25 minutes, the vehicle went into gear and the issue has not resurfaced. We’re guessing the heavy load and hot ambient temperature perhaps had

the transmission fluid temp a bit higher than what the SVR computer liked to see.

Otherwise, we’re still enjoying our remaining time with the SVR. As always, it turns heads at the fuel pump (we’re there a lot), it’s quiet and comfortable to drive, and it’s an absolute pavement magnet. With the wide, chunky tires, exceptionally well-tuned suspension, and razor-sharp steering, we think the road will move under us before we ever get the tires to slip their grip. It’s a phenomenal driving experience. FW

REPORT: 3 OF 4 Previous reports: Mar. ’17, Aug. ’17 Base price: $111,350 Price as tested: $128,332 Four-wheel-drive system: Full-time electronically controlled, two-speed

LONG-TERM NUMBERS Miles to date: 19,424 Miles since last report: 5,322 Average mpg (this report): 12.42 Test best tank (mpg): 17.79 (highway between 70-75 mph) Test worst tank (mpg): 12.21 (in-town and off-road mixed)

MAINTENANCE This period: Passenger-door body cladding falling off again; oil change Problem areas: Gearbox fault code; fuel filler still causes vapor recovery-equipped nozzles to continually shut off making fuel stops a frustration |> The chunky side and rear bolsters of the track-inspired SVR package interfere with each other and don’t allow the seatbacks to fold completely flat for cargo carrying. Also, if you have the front seats slid rearward for legroom, the headrests of the rear seats will hit the seatbacks and prevent them from folding upward. You need to slide the front seats forward before folding the rear seatbacks up or down.

|> There’s a good deal of cargo room inside the Range Rover Sport, and the SVR package does little to mitigate the amount of stuff you can haul. This was a particularly heavy load of trail tools, recovery gear, and supplies we dragged from SoCal to Phoenix and back in the hottest month of the year. We did notice the estimated 750-pound weight, but the SVR has plenty of power to spare.

-> We encountered this “Gearbox Fault” after climbing the mountain to our home on a 100-degree day and parking with the engine running to empty the mailbox. Upon reentering the vehicle the transmission refused to go into any gear, with or without the engine running. After sitting in the street for 25-30 minutes the transmission capitulated and went into gear. We haven’t had the problem reoccur yet.

WHAT’S HOT, WHAT’S NOT HOT: The power and how it’s delivered will never get old NOT: Fuel economy getting worse

LOGBOOK QUOTES

->“Why don’t the rear seats fold flat? That’s just dumb.”

->“The tires look fat—like skateboard wheels.”

->“EVEN THE WIPERS ARE WELL-TUNED. THEY’RE NOT THOUGHT CONTROLLED, ARE THEY?”

Options as tested Driver Assistance Package—Lane departure warning with traffic sign recognition; perpendicular and parallel park with park exit; 360-degree park distance control; heads-up display; wifi pre-wire ($2,900), Santorini black contrast roof (N/C), Rover Tow Package—Hitch receiver with electrical connector ($650), Ebony headliner ($350), 22-inch Style 108 SVR wheels ($3,000), 1,700-watt Meridian Signature Audio ($4,450), Carbon fiber veneer ($2,300), Estoril Blue paint ($1,800), RR Sport protection package—rubber floor mats; loadspace mat; collapsible cargo carrier ($537)

76 DECEMBER 2017 FOUR WHEELER

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TECHLINE 9-INCH INFO

Q

Are the 31-spline Ford 9-inch axleshafts from pickups pretty consistent in length?

One company seems to only have axleshafts that are about 32 inches long, actually 31.895 inches.

VERNE SIMONS VIA EMAIL

A

The Ford 9-inch rear axle is one of our favorite junkyard axle swaps. Of course, there were many different variations of the Ford 9-inch used over the years on cars, 1⁄2-ton trucks, and SUVs. One of the most durable, common, and versatile versions of the Ford 9-inch can be found in the ’74-’86 F-150 pickup and ’78-’86 Bronco. These 9-inch axles feature right and left axleshafts that are of equal length at 3127⁄32 inches. This is a convenient characteristic if you carry spare axleshafts. You’ll only need to carry one. All of these particular F-150 and Bronco 9-inch axles run the large Ford axle bearing, although there are a couple different axleshaft bearing retainer bolt sizes that were used through the years. Keep in mind, not all of the Ford 9-inch pickup axles came with 31-spline axleshafts. Some of the ’70s two-wheel-drive 9-inch rear axle assemblies came with less-desirable 28-spline axleshafts. The really coveted version came from the Camper Special pickup.

This 9-inch came with 31-spline axleshafts and a factory nodular iron third member, which is

slightly stronger than the traditional cast third member found in most 9-inch rear axles.

The ’74-’86 pickup and ’78-’86 Bronco Ford 9-inch measures in at 65 inches from wheel mounting surface to wheel mounting surface.

All of them came with a 5-on-5.5 wheel lug bolt pattern and drum brakes. A disc brake conversion is an easy bolt-on upgrade and complete kits are available from companies like TSM (tsmmfg.com).

Another advantage of these Ford 9-inch axle assemblies is that they can be easily upgraded to 35- and even 40-spline axleshafts with completely bolt-on parts. The axleshafts, third member, and carrier assembly are all that need to be upgraded.

In most cases, you can find complete F-150 truck/Bronco Ford 9-inch rear axles for less than $200 or so. However, because OE versions of the Ford 9-inch haven’t been manufactured in more than 30 years, they are starting to get to be a little more difficult to find in wrecking yards. Fortunately, because the Ford 9-inch is so incredibly popular both on- and off-road, you can build one using aftermarket parts. Companies like Currie Enterprises (currieenterprises.com) and RuffStuff Specialties (ruffstuffspecialties. com) specialize in building aftermarket front and rear Ford 9-inch housings in nearly any width and differential offset. These companies, along with many others, offer complete, assembled third members as well, so you can custom-build your 9-inch however you like to fit whatever application you are working with.

WINCH REPAIR

Q

I just bought a used Warn X8000i winch for $96. It wasn’t working and the owner thought that the motor was smoked. I took it apart and found that only the wires on the remote plug were fried. When I bypassed the plug and solenoids, I could get the winch to spool in and out just fine. What’s the best way to fix this winch and put it back to work?

TED OLMSTEAD CREST, CA

A

Most Warn winches are of high quality and they typically don’t die very easily. It’s fairly difficult to completely kill a quality electric winch motor. As you have found, it’s actually pretty easy to diagnose a non-working winch, even if you only have a very basic understanding of automotive electronics. Warn (warn.com) offers replacement parts for all of its winches, including most of the discontinued winches,

WHERE TO WRITE ave a 4x4 tech question you want answered in Techline, drop an email to editor@fourwheeler.com or message us through our Facebook page at facebook.com/fourwheelermag. All letters become the property of Four Wheeler, and we reserve the right to edit them for length, accuracy, and clarity. Due to the volume of mail, electronic and otherwise, we cannot respond to every reader, but we do read everything.

H

78 DECEMBER 2017 FOUR WHEELER

such as your X8000i. Pay special attention to serial number cutoffs when ordering parts.

Changes were made to some winches midproduction. In your case, it sounds as though all you need is the plug and wiring pigtail assembly that attaches to the winch body and connects to the solenoids. This is a simple repair that you should be able to make using Warn part number 16296.

WEAK AXLE ID

Q

What axle is under the front of a ’63 Chevy K10? It looks like an eight-lug closed-knuckle Dana 44, but I am not sure. Do you have any info or specs about it?

PHILIPPE GAUTHIER VIA FACEBOOK.COM/JOHNCAPPA4X4

A

There were two types of closed-knuckle Dana 44 axle assemblies used under the front of the ’60-’69 GM 4x4 pickups. The standard-duty Dana 44 axles with eight-bolt knuckle ball seals were used on the 1⁄2- and light 3 ⁄4-ton models. The heavy-duty Dana 44 front axles used on ’62-’69 high-GVW 3/4-ton trucks came with 12-bolt knuckle ball seals. Unfortunately, the closed-knuckle Dana 44 axles are not all that desirable. They have drum brakes and many of the components are weaker and more difficult to find than what can be found on the ’73-’80 open-knuckle Dana 44 and ’81-’91 10bolt front axles. If you’re leaving the truck stock, want to restore it, and keep it period correct, Torque King 4x4 (quad4x4.com) offers hard-tofind closed-knuckle Dana 44 replacement parts.

If you plan to add larger tires and use the truck off-road, you’ll be better off swapping to a later model open-knuckle Dana 44. The open-knuckle Dana 44 axle assembly will turn sharper, will have stronger outer axleshafts, bigger steering U-joints, better locking hubs, and most of them came with disc brakes.

WEIGHT WRONG

Q

Why do some suspension lift companies use spring rates that are way off? It seems to me that it costs the same to make springs that ride good as it does to make springs that ride too stiff. This is something I have wondered for years.

JIM MAC MCMILLAN VIA FACEBOOK.COM/JOHNCAPPA4X4

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COMPILED BY JOHN CAPPA EDITOR@FOURWHEELER.COM PHOTOS: JOHN CAPPA

A

Providing the correct spring rate to get a smooth ride on a given 4x4 may not seem like rocket science, but it kind of is. The problem stems from the fact that most everyone builds and outfits their 4x4 differently than the next guy.

A 4x4 could be loaded down with body armor, heavy-duty bumpers, a winch, and a bunch of camp gear, or it could be a svelte daily driver that never sees the dirt. Most lift kit companies try to cover the full gamut of possibilities with one spring rate for each lift height application. Diesel vehicles usually require their own heavy-duty springs. In most cases, the lift companies will err on the heavier side because let’s face it; most off-road enthusiasts usually don’t stop with just a lift kit. Some lift companies provide a light and a heavy spring rate option, giving you the ability to pick which is right for your application and ride preference. Providing two different spring rates does cause a bit of a stocking problem for the manufacturer, distributors, and retailers. It requires two part numbers instead of just one, so it’s understandable why most lift suspension manufacturers choose not to go this route.

A

As you have likely already found out, the diesel and gas versions of the heavy-duty F-series trucks typically require different lift systems. The diesel versions need heavier coils to support the additional weight of the engine and increased GVWR to maintain the proper lift. Fabtech (fabtechmotorsports.com) offers several different complete lift kits for Ford Super Duty trucks up to the F-550. You can get either radius-arm or four-link front suspension lift systems. Both kits are available with massive 4-inch-diameter Dirt Logic coilover shocks loaded with heavy-duty coil springs, which have been designed to support the weight of the big F-series.

You could also go with a custom-made suspension. Any number of fabrication shops should be able to build what you are looking for or use a combination of off-the-shelf and custom parts.

If you decide to go with smaller diameter shocks, you may need to double up on the coilovers. Smaller-diameter coilover shocks may not have heavy enough coils available to support the weight of your project. If you decide to go the custom route, do the calculations ahead of time to make sure you can get the coil rates you need for the shocks you plan to use to support the truck and maintain the ride height you desire.

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Q There are certain spring design characteristics to keep an eye out for when looking for a softriding lift for your 4x4. For example, coil springs can be manufactured with what is known as a progressive-rate, a dual-rate, or a variable-rate coil wind. These coils are more complex and expensive to manufacture than a traditional constant-rate coil spring, but they usually offer a much smoother ride. Companies like Skyjacker (skyjacker.com) offer both soft-ride lift kits and traditional lift kits. If you want a softer ride, look for the lower spring rate options or lifts that are marketed as soft-riding.

Keep in mind that shocks can be tuned for a light or heavy vehicle. Also, more aggressive driving will generally require firmer shock valving.

Shocks with exterior valving adjustment knobs or bypass tubes can be utilized to provide a smoother ride. High-end shock companies such as Fox (ridefox.com) and King (kingshocks.com) offer bolt-on shocks for popular 4x4 applications with this kind of adjustability.

HD COILOVER CONVERSION

Q

Who makes a heavy-duty coilover for the Ford F-250 through F-550?

fourwheeler.com

DANIEL LITTLE VIA FACEBOOK.COM/JOHNCAPPA4X4

I have a question that has been bugging me for a while. I have a Jeep Wrangler with a five-speed manual transmission. When coasting to a stop and not engine braking, should I row through the gears or just wait until I’m at a complete stop before shifting into First?

I have a habit of shifting into Second at normal Second gear speeds and then into First, but never letting the clutch out until I’m ready to go after stopping.

JOSH JAMIESON VIA FACEBOOK.COM/JOHNCAPPA4X4

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A

Unfortunately, this manual transmission shifting habit is probably causing some unnecessary wear on transmission internals like the synchros, but probably not a significant amount of wear worth worrying about. There really is no need to row through the gears with the clutch depressed when coming to a stop. And while we are on the topic of shifting a manual transmission, downshifting and using the engine and transmission for compression braking under normal driving conditions also causes unnecessary wear on the clutch, transmission, and engine.

In most cases, the brakes are best used for this purpose. Brakes are cheap—engines, transmissions, and clutch replacement are not. Of course, if you are hauling a heavy load and don’t want to overheat the brakes, it makes perfect sense to use engine compression braking to help safely slow down the vehicle. The key is to learn to know when it’s necessary to use compression braking and when it’s not. FW

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CALENDAR COMPILED BY KEN BRUBAKER

KEN.BRUBAKER@FOURWHEELER.COM

November 30â&#x20AC;&#x201C;December 3 What: Pahrump Nugget 250 Where: Pahrump, Nevada Hosted by: Best In The Desert Info: bitd.com

December 2

What: Getting Started Off-Road Driving Where: Gorman, California Hosted by: Badlands Off Road Adventures Info: 4x4training.com

December 3

What: Day 2 Getting Started Driving Off-Road Where: Mojave, California Hosted by: Badlands Off Road Adventures Info: 4x4training.com

December 9

What: Getting Started Off-Road Driving Where: Borrego Springs, California Hosted by: Badlands Off Road Adventures Info: 4x4training.com

December 9

What: Wheeling 4 Toys Where: Mapleton, Kansas Hosted by: Brush Beaters Jeep Club Info: ksrockspark.com

December 10

What: Day 2 Getting Started Driving Off-Road Where: Borrego Springs, California Hosted by: Badlands Off Road Adventures Info: 4x4training.com

December 10

What: Rage At The River Where: Laughlin, Nevada Hosted by: SNORE/MORE Info: moreracing.net FW

WHERE TO SEND SUBMISSIONS ddress your correspondence to: Calendar, Four Wheeler, 831 S. Douglas St., El Segundo, CA 90245, or email ken.brubaker@ fourwheeler.com. All submissions become the property of Four Wheeler, and we reserve the right to edit them for length, accuracy, and clarity. The editorial department can also be reached through the website at fourwheeler.com. Due to the volume of mail, electronic and otherwise, we cannot respond to every reader, but we do read everything.

A

FOUR WHEELER DECEMBER 2017 81

TRAIL’S END

BY KEN BRUBAKER KEN.BRUBAKER@FOURWHEELER.COM PHOTOS: JILL BOHNA CAIN

Flashback December ’95: A Suburbanized Ram ¾-ton

B

ack in 1995, rumors of a Ram pickup-based SUV were swirling. In the Dec. ’95 issue of Four Wheeler we wrote that Dodge was supposedly going to call the SUV “Adventurer.” Dodge never produced the fullsize SUV. However, Sheikh Hamad Bin Hamdan Al-Nahyan, a member of the royal family in the United Arab Emirates, did have a fullsize Dodge SUV built, and we featured it.

The way it went down is that Hamad enlisted the help of a friend, Ziad Alhassen, then president of West Covina Dodge, to create the truck that Dodge wouldn’t build. Ziad ordered the sheikh a ’95 3/4-ton, V-10–powered 4x4 Ram and promptly went to work “suburbanizing” it.

“Ziad hired a well-known limousine company to graft the doors and rear hatch assembly from a Chevy Suburban onto the Ram. West Covina Dodge came up with the specs for the conversion and the process began,” we wrote.

“The gap between the bed and cab had

to be closed to accommodate the new doors and shell, so rubber bushings were used, allowing some flex. Suburban doors and tailgate were used and re-covered with Dodge sheetmetal. The hatch and roof, however, were left as Chevy parts. The rear side glass actually had to be recessed into the sheetmetal so that the roofline could remain constant,” the story said.

Inside, Suburban seats were re-covered in Dodge fabrics, and a Suburban headliner and carpet made the interior look “OEM is-

->“ZIAD ORDERED THE SHEIKH A ’95 3/4-TON, V-10–POWERED 4x4 RAM AND PROMPTLY WENT TO WORK ‘SUBURBANIZING’ IT.”

sue.” Even the back doors were modified with custom-built Dodge inserts and a combination of Dodge and Chevy mechanicals. Of course a ton of other mods were added including an LTD overhead storage console, Garmin GPS, Motorola CB, and a European-model Panasonic cellphone with the ability to receive calls anywhere in the world. The latter was pretty trick for 1995, we suppose.

The truck eventually wound up at the Dick Cepek store in Garden Grove, California, for a variety of mods including a Rancho 3-inch suspension system, rear ALC airbags with Coach Leveler self-leveling system, 37-inch Goodyear Wrangler GSA tires (Hamad’s favorite tire), rear Lock-Right locker, front ARB Air Locker, dual batteries, a Quick-Air compressor, Smittybilt brushguard and nerf bars, and a rear-mounted Warn 12,000-pound winch.

To ensure that Hamad had enough fuel for long trips through the desert, a custom 50-gallon auxiliary fuel tank was fabbed and added to the Dodge. When combined with the factory fuel tank, the Dodge had an 85-gallon capacity.

An interesting twist to the story is that this wasn’t the only 4x4 Hamad owned. We noted, “Hamad has a matching stakebed version of this truck always following him with four spares, welder, emergency equipment, and almost every spare part imaginable.”

This story got us thinking about fullsize SUVs. The Suburban has dominated the segment while other fullsize SUVs have come and gone. Is the time right for a Ram fullsize SUV? Efficiency is always a challenge in this segment, but with the increasing use of aluminum body components combined with the latest and greatest fuel efficient engines, maybe we’re on the cusp of a resurgence of fullsize SUVs. Or maybe not. One thing is for sure, a fullsize Ram SUV based on the Power Wagon would be very cool. FW

FOUR WHEELER (ISSN 0015-9123) December 2017; Vol. 54, No. 12. Published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016-2303.

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