| Sysop: | Amessyroom |
|---|---|
| Location: | Fayetteville, NC |
| Users: | 30 |
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| Calls: | 414 |
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| Files: | 1,015 |
| Messages: | 94,235 |
| Posted today: | 1 |
I picked up the truck axle today ... Got it bolted into place before
my back started complaining . It has a right to complain , I've abused
it the last few days harvesting firewood .
I'm eagerly anticipating getting this project finished , I was hoping
to have the truck ready by next weekend for Beanfest . Looks promising
so far , I've got all the new parts for what I want to replace . This is going to be interesting , my first experience with a limited slip diff . Dropping from 2.73:1 to 3.42's is going to make things a bit more lively
too .
On 10/21/2024 3:29 PM, Snag wrote:
I picked up the truck axle today ... Got it bolted into place
before my back started complaining . It has a right to complain , I've
abused it the last few days harvesting firewood .
I'm eagerly anticipating getting this project finished , I was
hoping to have the truck ready by next weekend for Beanfest . Looks
promising so far , I've got all the new parts for what I want to
replace . This is going to be interesting , my first experience with a
limited slip diff . Dropping from 2.73:1 to 3.42's is going to make
things a bit more lively too .
I was going to write up some of my comments on limited slip and locking differentials, because I have had both, but the experience and which performed exactly how kind of runs together in my memory.
The 03 Silverado 2500 (2wd) had auto locking rear.
The '17 Jeep JK had limited slip. I can't recall if it was rear only or front and rear.
The 07 Silverado had rear autolocking
The 24 F250 has rear electric locking.
I have felt the affects and it definitely helps in the soft stuff. Can't speak to the slippery stuff. I try to avoid that at all cost.
Not sure exactly how posi differs from limited slip or auto locking, but
its the real deal for street racing.
FYI: I am thinking about building a stroked 351 and pushing it out to around 401. Not today though. Looking for gobs of mid range for towing torque with a long duration cam rather than a high reving high HP engine
with a high lift cam. I sold my 07 Silverado and my Jeep. Now I only
have the new 24 Ford for a tow vehicle. I feel naked without a
backup... er tow vehicle that is.
"Snag" wrote in message news:vfegut$2qjfr$1@dont-email.me...
...The one drive train "problem" I have left is
torque converter lockup . It ain't locking up . I'll need to do some
testing , it's probably related to all of the original pollution
controls going missing while the truck was out of service . My poor gas mileage probably has something to do with that . There are manual
workarounds , but I really want this to be automatic .
Snag
---------------------------
On my Honda lock lack was a symptom of a thermostat that wasn't fully
closing and let the engine run cooler in the morning than a temperature switch trip point. The torque converter locked around noon after
climbing a hill.
Since I once built production test stations for engine controls I had
read the section of my factory shop manual that explained that and immediately realized what was happening.
The separate engine and emissions control manual for my 1991 Ford Ranger
is 4" thick.
https://www.ebay.com/itm/374507462127
I needed it to diagnose an intermittent problem with ignition dwell time.
jsw
"Snag" wrote in message news:vfg0iq$35k3b$1@dont-email.me...
The only control on this one is a vacuum switch . It can be tested
with a vacuum pump and a volt/ohm meter - if I knew which wire went
where . I haven't done much tuning , I was waiting until I had the drive train in it's final configuration .
Snag
----------------------------------
In case you or some other reader doesn't know it, intake manifold vacuum
is an easily accessible indication of the combined accelerator/throttle position and the load on the engine. It's high when cruising at a light
load that allows more distributor spark advance without knocking and
torque converter lockup.
https://help.summitracing.com/knowledgebase/article/SR-05127/en-us
"Under a light load and part throttle conditions, timing can be
advanced. This improves throttle response and makes the engine more efficient. It also helps the engine run cooler. The vacuum advance
provides this benefit BEFORE the Mechanical Advance provides Total Timing."
I've been in the GM lab with the "flow bench" for testing carburetors
but didn't have a chance to learn about it, the machine I had built and
was setting up simulated faults in the 12V power supply to a fuel
injection computer.
"Snag" wrote in message news:vfg75j$36oul$1@dont-email.me...
On 10/25/2024 7:38 AM, Jim Wilkins wrote:
...
I've got an Edelbrock 1405 on it , can't justify the cost of an aftermarket injection setup . Ignition timing is one area that I intend
to work on . I have an Accel HiPo distributor on it . My performance guy thinks that I need to dial in more than 8° initial advance , and there
are adjustments on the dist for how fast the vacuum advance comes in .
This will never be a "fire breathing monster" , but I do hope to get a
little smoke from the rear tires ...
Snag
----------------------
That company folded in the late 70's and I moved on to higher tech, so I don't know much about later engine control developments beyond what's in
the shop manuals for my own 1991 and 2000 vehicles.
On 10/21/2024 3:29 PM, Snag wrote:
á I picked up the truck axle today ... Got it bolted into place before
my back started complaining . It has a right to complain , I've abused
it the last few days harvesting firewood .
á I'm eagerly anticipating getting this project finished , I was hoping
to have the truck ready by next weekend for Beanfest . Looks promising
so far , I've got all the new parts for what I want to replace . This is
going to be interesting , my first experience with a limited slip diff .
Dropping from 2.73:1 to 3.42's is going to make things a bit more lively
too .
I was going to write up some of my comments on limited slip and locking >differentials, because I have had both, but the experience and which >performed exactly how kind of runs together in my memory.
The 03 Silverado 2500 (2wd) had auto locking rear.
The '17 Jeep JK had limited slip. I can't recall if it was rear only or >front and rear.
The 07 Silverado had rear autolocking
The 24 F250 has rear electric locking.
I have felt the affects and it definitely helps in the soft stuff.
Can't speak to the slippery stuff. I try to avoid that at all cost.
Not sure exactly how posi differs from limited slip or auto locking, but
its the real deal for street racing.
FYI: I am thinking about building a stroked 351 and pushing it out to
around 401. Not today though. Looking for gobs of mid range for towing >torque with a long duration cam rather than a high reving high HP engine
with a high lift cam. I sold my 07 Silverado and my Jeep. Now I only
have the new 24 Ford for a tow vehicle. I feel naked without a
backup... er tow vehicle that is.
--
Bob La Londe
CNC Molds N Stuff
On 10/24/2024 3:45 PM, Bob La Londe wrote:Bad temp sensor or loww thermostat temp will do that - has to be
On 10/21/2024 3:29 PM, Snag wrote:
áá I picked up the truck axle today ... Got it bolted into place
before my back started complaining . It has a right to complain , I've
abused it the last few days harvesting firewood .
áá I'm eagerly anticipating getting this project finished , I was
hoping to have the truck ready by next weekend for Beanfest . Looks
promising so far , I've got all the new parts for what I want to
replace . This is going to be interesting , my first experience with a
limited slip diff . Dropping from 2.73:1 to 3.42's is going to make
things a bit more lively too .
I was going to write up some of my comments on limited slip and locking
differentials, because I have had both, but the experience and which
performed exactly how kind of runs together in my memory.
The 03 Silverado 2500 (2wd) had auto locking rear.
The '17 Jeep JK had limited slip.á I can't recall if it was rear only or
front and rear.
The 07 Silverado had rear autolocking
The 24 F250 has rear electric locking.
I have felt the affects and it definitely helps in the soft stuff. Can't
speak to the slippery stuff.á I try to avoid that at all cost.
Not sure exactly how posi differs from limited slip or auto locking, but
its the real deal for street racing.
FYI:á I am thinking about building a stroked 351 and pushing it out to
around 401.á Not today though.á Looking for gobs of mid range for towing
torque with a long duration cam rather than a high reving high HP engine
with a high lift cam.á I sold my 07 Silverado and my Jeep.á Now I only
have the new 24 Ford for a tow vehicle.á I feel naked without a
backup... er tow vehicle that is.
I got the brakes on yesterday , adjusted them this morning and bolted
the bed back on . Took it for a short ride after I finished , it seems
to drive the same as before . Except when I punch it on gravel it leaves
2 gouges instead of one . The one drive train "problem" I have left is
torque converter lockup . It ain't locking up . I'll need to do some
testing , it's probably related to all of the original pollution
controls going missing while the truck was out of service . My poor gas >mileage probably has something to do with that . There are manual
workarounds , but I really want this to be automatic .
"Clare Snyder" wrote in message news:g12ohjt801lb7phvn7c047l5jvegsiu8ee@4ax.com...
My '96Ranger 4 liter 5 speed was my first "limited slip" vehicle.
SZtill have it at 392000km and still love it - but the first thing
that caught my attention was that when you got the rear wheels
spinning is you lost your "rudder". The non-spinner with an open rear
end keeps the vehicle going more or less in a straight line. When both
are spinning the rear end pretty much goes wherever it wants!!!... ------------------------------
The same happens to my 91 Ranger's light rear end on ice even without
limited slip. Dirt (and ice) biking gave me the instinctive reflexes to
stay in control with the rear wheels flopping around. Ice on the road
isn't limited to storms, melt water from snow banks freezes when the sun
goes down.