Building a Universal Modified

It's the same, just different.

In the SCab's place, it's IRS so the center section (transaxle) is fixed in place and the straps limit the maximum droop on each axle so I don't destroy the CV joints. The way its set up I'm limited to just less than 12" of travel. My point being here that limit straps are super common.

But it's really about the shocks. Metcalf is saying he doesn't experience the same problem you do with unloading. Perhaps you have more articulation or travel, but it could also be that your shocks don't have enough rebound damping in the front and not enough compression damping in the rear to slow the rate of your suspension unloading. If you consider old school drag racing shocks, they would have almost no rebound damping to allow the front end of the car to come up fast and load the rear. The opposite would be better for you. My suggestion is that you may find that by having increased rebound damping you might slow the unloading down enough to where it's not a problem for you. There are adjustable shocks that will give you this and there are shocks that will give you position sensitive damping so that as your shock extends, it can automatically give you even more damping. YMMV.

A good anvil does not fear the hammer.

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Just wondering, what is the up/down bias?

How much uptravel from ride height in front? Just at the shock.

42 MB that had a one night stand with a much younger 69 CJ5 and a 50s GM truck.

Jeff

Could you update the first page of this with a "Build sheet" of BamBam?

Thanks

Jay

Well, as I said in the Rubicon thread, I lost first gear ... again

Today I replaced the shift fork .... again .... and I cut my tranny tunnel more so I can get the tranny top off without dropping the trans:

... so now I have to figure out a new tunnel top to cover up this hacking. I suppose this winter I will just buy an SM465 from Novak. I've gone about as far as I'm willing to go with the two different ones I've used.

.... also replaced the windhield glass and welded the arms back on:

This winter I want to make a new frame that is stronger, can sustain a flop, and I want it to have removable glass where I can leave it out or pop in some polycarbonate. No time at the moment

Something else I have been experimenting with is a new cut in the NDTs:

... basically mimic a Krawler tread. I'm not sure if these were better or not in South Dakota, Rubicon or Moab. If it was, it wasn't night and day. I was able to slow crawl all the way through Escalator but I credit that mostly to Stan straightening me out on the line. They do perform quite well here at home in dirt/mud. Thanks for reading.

CJ2A #29110 "General Willys"
MB #204827 "BAM BAM"

"We do what we can, and we try what we can't"

Dairy Queen terrain tougher than it looks? Smile

There's a reason it's called Ol' Unreliable

A T-18 would end all your trans issues!

.....

Lee

LEE
44 GPW-The Perfected Willys
49 2A
“If you wait, you only get older”
67 M715
American Made Rolling History

Whaat? No more Menards Tree Stand cushion??

Alan Johnson
1942 MB - "TBD"
1943 MB - "Lt Bob"
1950 cj3a
M-100 x2
teardrop camper: https://forums.g503.com/viewtopic.php?f=141&t=201740

Jeff, I know the Warn O.D. was never officially adopted by the military but....

If you did put your D20 RE gears into a D18 configuration, then you would have the O.D. option.

Just so happens that 3.6 Rockeaters are the slowest ratio transfer case gears that can accept an OD bowl gear.

With O.D. you could drop down even lower than your current 4.56 differential ratios.

Well that's all good, but only if you feel the need for even lower crawl ratios.

The best thing about running D18 with O.D. is that you have more crawling ratio options.

The O.D. unit alone doubles the crawl ratio selections.

The example I'll use is my 100% Jeep crawler build.

It's a factory flat fender jeep with F-134.

T98-A at 6.398/1 Low gear and 3.09/1 First gear

With a Warn 25% O.D. unit providing .75% gear changes.

And yes of course it has the early Jeep standard differential ratios of 5.375.

With a DS factory 2.46 TC gear set it has the following crawl ratios.

85/1 Low >>> 63/1 Low+O.D. >>> 41/1 First >>> 31/1 First + O.D.

I'm seriously considering cheating and going to TL 3.16 (non factory gears) in the TC.

With TL gears it would have a much better and a very usable spread of crawl ratios.

109/1 Low >>> 81/1 Low + O.D. >>> 52/1 First >>> 39/1 First + O.D.

As you can see those would all be very usable crawl ratios.

Think about it ...and we can crunch some SM 465 plus O.D. plus 3.6 RE and various differential ratios if you like.

Currently building my final F-134 powered 3B .
T98-A Rock Crawler using exclusive factory parts and Approved Special Equipment from the Willys Motors era (1953-1963)
Zero aftermarket parts

Say Jeff, Not sure if we talked about this or not concerning the SM 465...

It occurred to me that the poppet ball spring on the low gear shift rail may be weak or broken.

Weak or partly broken poppet springs could provide inadequate control concerning shift fork position.

Currently building my final F-134 powered 3B .
T98-A Rock Crawler using exclusive factory parts and Approved Special Equipment from the Willys Motors era (1953-1963)
Zero aftermarket parts