ammlione (16-04-19),enf (16-07-16),hazman (04-06-21),hinekadon (18-04-19),LeroyPatrol (26-04-16),ol' boy (26-04-16),OSIRUS (26-04-16),peter3535 (26-04-16),Rick (16-07-16),VroomVroom (28-04-16)
Almost done: front 1t struts with 40mm higher king Springs, camber/castor kit, heavy duty 1t rear lovell Springs, flat tray with mine spec light bar, 17" mags (ford explorer) rated @ 1450kg each with tyres rated to 950kg each (stock 18" low profile 750 each)..
Just waiting on bull bar to turn up.
Sent gvm upgrade letter to ford, waiting on reply so I can upgrade to 1.3t load hopefully.
Currently only legal for 400kg load....
It rides/handles way better than a stock turbo, particularly on the crap kal roads.
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Last edited by hoe; 26-04-16 at 07:59 PM.
ammlione (16-04-19),enf (16-07-16),hazman (04-06-21),hinekadon (18-04-19),LeroyPatrol (26-04-16),ol' boy (26-04-16),OSIRUS (26-04-16),peter3535 (26-04-16),Rick (16-07-16),VroomVroom (28-04-16)
Look Here -> |
Now thats a comfy work vehicle, nice work hoe.
If u want to go on an expedition get a Land Rover, if u want to come home from an expedition get a Landcruiser!
It's still a bit rigid in the rear, but once the 150l fuel tank is in it should be good.
Once it's on the go line it'll be a race for the keys each day.....
Maybe they'll start getting to work on time......
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Hows the bump steer without the "special" tie rods?
Or are they pointing / \ atm?
No bump steer. Wheel aligned ok.
If I had of gone standard height front I wouldn't have needed camber/caster kit.
Apart from ride height and brake size, xr6t and 1 tonne front ends are the same....
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Last edited by hoe; 26-04-16 at 10:26 PM.
Wheels can be adjusted to align OK but was it bump steer actually tested?
Bump steer is through the suspension travel while each wheel is moved up and down through its full travel, not while stationary loaded or unloaded on a alignment machine.
Ideally the alignment should change evenly from its resting position when going up or down, that is, push down 1 inch and see 1mm of alignment change, lift 1 inch and see exactly the same amount and in the same alignment direction change.
Ford modified the tie rod ends for a reason.
Did the person doing the certifying brake test it for performance and fade at its rated load? Did they check the axle load?
I know the Ford ute diffs barely handles 1 tonne without bending into a bow. (they bend as it is on many utes on much less load)
Brakes are borderline safe on a Turbo without load.
Hows the angle of the tail shaft going into the CV to the diff? Did they mod your diff shackles to compensate for it?
Ive heard that anything further than an inch from factory (non turbo) height chews them, XR6T utes are suffering from enough rear CV joint failures at standard XR height, ive been through around 3-4 tail shafts under warranty due to this, now i have a custom upgraded tailshaft with a actual universal joint on it, no more issues for the last 40,000Km. (chewed out the factory 3-4 in 90,000Km)
Will be interesting to see how going reasonably higher will effect its life as all its doing is going the opposite way of lowering and theoretically doing exactly the same as lowering it to the CV.
Be careful if you have new car warranty from Ford, been there done that with them.......
Wish you luck with it.
the front end on the fg xr is exactly the same as the fg 1 tonner i have. THE only difference is the factory ride height and the xr has bigger brakes than 1 tonner...
i have been running the same front springs in the 1 tonner from new and have done over 750,000km without any problems.
the rear diff cv problems are nothing to do with angle of tailshaft at rest. What happens is because the rear xr springs are soft and they only have a thin top spring, 8mm, the diff twists under load and destroys the cv joints. only happens if you are 'hooning'. ive seen one on a dyno, its scary how piss weak the stock springs are.
it doesnt happen with 1 tonners as they have much stronger springs. I got 500,000km out of the first one. the ride height when loaded goes down by around 4 inches.
the springs i have fitted are much more torsionally rigid, with a 12mm top leaf, 10mm 2nd and are rated at 1250kg. they should stop the diff from twisting under all that torque, time will tell.
I would have preferred to fit the rtv rear end with the tramp rods, but couldn't get hold of one...
yes the ford diffs are pissweak with a load. i replaced the fg one at 500,000 as it was bent from being overloaded and chewing out wheel bearings. the bf rtv one is cracked all round the rh tube after 300,000. fitting another one tomorrow....
all i have really done is change the ute suspension from xr6t specs to 1 tonne specs and upgrade the tyres/rims to suit.
All the fg ford ute chassis/steering/diff/tailshafts are exactly the same.
i think the only long term fix for the weight will be a modded 9".
Last edited by hoe; 27-04-16 at 12:36 AM.
Yes 9" is the way, when i had my tailshaft made up they also replaced the yoke on the factory diff to a CV joint style as on the 9" ones, but i also am watching the diff from the corner of my eye.
There is a mob in Melbourne custom making boxed sectioned 9" diffs to any length at a affordable price.
Yes diff twists due to leaf spring windup, but its been claerly documented that lowering or raising a ute away from stock NON XR height has exactly the same effect to the rear CV joint.
Ford got the angle perfect on non XR models, XR's being an inch lower were a compromise even without the wind up, go more then another inch lower even with extra leafs that dont wind up and they chew out CV joints.
King Springs got around their lowering issues by reversing the rear eyelet on the leaf spring to turn the diff nose down a bit, simply putting more leafs didnt cut the mustard.
You did well to get 500000Km before bending your diff, my old BA XR8 ute diff bannaned at around 140,000Km.......
The finished ute:
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Actually you wont get much bump steer with that.
I was looking at a RTV just yesterday and your nowhere near the height yet.
Hows that bull bar for air getting to the intercooler? Probably better than the factory bar.....
xapi (16-07-16)
No, its pretty much same spec as factory 1 ton.
I allowed for the alloy bar when i got the 40mm higher front springs.
It rides and handles very well, no problems with airflow.
Update, it's just clocked over 315000km.
Just replaced the diff, bearings worn out.
I'll get original rebuilt or maybe go with 9" conversion.
Still on original tailshaft etc.
No problems at all...
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Last edited by hoe; 30-03-17 at 12:50 PM.
My xr6 is a one tonne, is the only difference the leaf springs being thicker than the half tonne? Also there was a factory recall to the diff and it was replaced last month @ 60,000ks
There is a fine line between "Hobby" and "Madness"
300,000 klm in 12 months ?. thats a huge amount of driving
ol' boy (31-03-17)
ol' boy (31-03-17),VroomVroom (01-04-17)
That sure is a staggering figure! and a fuel bill i wouldn't want to pay
300,000 km in 12months
or
822 km a day with no day off all year
(That's an 8 hour day taken care of)
or
68 km and hour for a 12 hour shift, 365 days a year.
Im and not going work out how many times No.1 cylinder has fired in 12 months
Is there a reason the drill samples don't get flown out on the workers planes?
Last edited by ol' boy; 31-03-17 at 09:59 AM.
If u want to go on an expedition get a Land Rover, if u want to come home from an expedition get a Landcruiser!
too heavy, and some of them require a 24hour result turnaround.
also some are metallurgy samples from the mill, 12 hour turnaround.
its 7 days a week, every day. christmas, new years, easter.......
ol' boy (31-03-17)
Thats all it is just more rear leafs for the rear end.
Yes recall was done on ute diffs, mine went in for inspection and i was told needs replacing.
2 weeks later back in and diff was swapped for a new one, went to pick it up and was told the new diff was noisy, come back in in 2 weeks time with the noisy diff and we will have another new one waiting.
Booked in for the 6th (Thursday)
Hopefully i get a good one this time.....
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