4xinnovations Transmission mount: Installed

[J-money$$$]

Well i just installed My 4xinnovations super duty trans mount and it is awesome. It fit perfect. and now i dont have 4 inches of movement in my sticks. There is a little more vibration that the stock mount, but that is expected when you have something like this

so i took a few pictures of my old mount. It was trash!

CHeck out the movement. I was not even pulling hard

More dry rot

Old on the left new on the right (notice how the new mount uses two poly shackle bushings and two big bolts to holt it together)


and those are feet on the bottom! lol

 

[theizzardking]

sweet, but with all of that 4xinnovations stuff your running they better give you some swag, lol

what's the benefit of this? why upgrade, you know?
it def looks like a beefier unit, but why?
:hungry:

 

[J-money$$$]

sweet, but with all of that 4xinnovations stuff your running they better give you some swag, lol

what's the benefit of this? why upgrade, you know?
it def looks like a beefier unit, but why?
:hungry:

sliders and a mount? not all that much stuff lol Iv spent less than $250 on their products.

well here is the deal with this mount.

First off my oem one was toast and the sticks would seriously move 4 inches from left to right. And I could see that it was letting the trans/case sag.

This mount was pretty cheap, actually it was about the same as another oem one.

I plan on running dual cases or a letfy with 4.7:1 pretty soon and this will help with the extra weight and torque.

It just seems like a better design. Anyways Im impressed

 

[theizzardking]

I plan on running dual cases or a letfy with 4.7:1 pretty soon and this will help with the extra weight and torque.

ok that makes sense then, i was just wondering what about this alone was better then the stock one.

 

[driffter33]

Nice I've been noticing a lot of movement in my tranny. I might have to look into this when I install the supercharger.

 

[Big John]

sliders and a mount? not all that much stuff lol

I plan on running dual cases or a letfy with 4.7:1 pretty soon and this will help with the extra weight and torque.

Just outta curiosity... Why dual cases? I think that if you're gonna do the kind of wheelin that requires dual cases, money would be much better spent on a solid axle.

 

[Bamf_CT2004]

Just outta curiosity... Why dual cases? I think that if you're gonna do the kind of wheelin that requires dual cases, money would be much better spent on a solid axle.

I have been in alot of situations wher I could have used a dual case with IFS. I personally would not want to go SAS for 3 reasons.

1) I cant currently afford to have a dedicated trail rig at the moment. If I could, I would have a trail rig with SAS.

2) It is very expensive to do a SAS and maintain IFS street manners like Scottys 3rd gen for a DD

3) SAS on a DD lets you get into stuff that you will regret because its stuff you shouldnt be getting into because its your DD.

My career could require me to drive 400 any given day. For this reason my ideal set-up for the time being would be IFS and dual cases in my 3rd gen. Since my 3rd gen is a limited it comes with 4.30 gears and elocker which works well on the highways of the midwest. Dual cases would give me that little extra gearing on the trail without having to sacrifce highway manners.

 

[Bamf_CT2004]

Also I should add that I know of a guy with a xcab taco with stock gearing, rear locker,255/85s, IFS, and dualcases. I have heard that his set up is very cable for an IFS rig and was able to follow a well set up 2nd gen runner with a SAS, 37, duals cases and locked front and back. The dual case help limit the wheel spin need to get through or over obstacles on the trail and HELP reduce the strain on the CVs for the most part.

Otherwise I would agree, for a trail rig I would SAS first with longs and then a locker, change the gearing and then move onto a dual case

 

[Big John]

I have been in alot of situations wher I could have used a dual case with IFS. I personally would not want to go SAS for 3 reasons.

1) I cant currently afford to have a dedicated trail rig at the moment. If I could, I would have a trail rig with SAS.

2) It is very expensive to do a SAS and maintain IFS street manners like Scottys 3rd gen for a DD

3) SAS on a DD lets you get into stuff that you will regret because its stuff you shouldnt be getting into because its your DD.

My career could require me to drive 400 any given day. For this reason my ideal set-up for the time being would be IFS and dual cases in my 3rd gen. Since my 3rd gen is a limited it comes with 4.30 gears and elocker which works well on the highways of the midwest. Dual cases would give me that little extra gearing on the trail without having to sacrifce highway manners.

Also I should add that I know of a guy with a xcab taco with stock gearing, rear locker,255/85s, IFS, and dualcases. I have heard that his set up is very cable for an IFS rig and was able to follow a well set up 2nd gen runner with a SAS, 37, duals cases and locked front and back. The dual case help limit the wheel spin need to get through or over obstacles on the trail and HELP reduce the strain on the CVs for the most part.

Otherwise I would agree, for a trail rig I would SAS first with longs and then a locker, change the gearing and then move onto a dual case

Just because you SAS doesn't make it a dedicated trail rig. I think it's a huge misconception that a properly done SAS rig has bad road manners. My 1st gen had a remarkably better ride after the SAS.

I will certainly agree with you on expense. It's definitely not cheap to SAS a 3rd gen. But... by the time you buy the three adapters, donor case, drive shaft work, fabbing up a crossmember, and labor if you can't do all these yourself, duals in a 3rd gen could easily cost over 2k. Not to mention the loss of cup holders which just isn't happening for me:lmao:

As far as it saving wear and tear... You may save wheel spin but you are adding much more torque to the CV's so I'm kinda hard pressed to see a direct benefit based on that. I actually think it may add more strain on the CV's than the occasional wheel spin.

Since most 3rd gen I see aren't running large enough tires justify duals, it would save a lot of expense, headache, and cupholders:biggrin2: to just properly gear the rig to your tire size first to achieve the same basic result.

 

[brian2sun]

Not to speak for Jason, but he and I have talked about it a lot and his being a 5 speed, the dual cases would make it nice for him not to have to burn up his clutch (and his leg) when we're crawling.

Edit: Jason, how long did it take you to install it? Was that the clunky noise that I mentioned a few weeks ago?

 

[J-money$$$]

Not to speak for Jason, but he and I have talked about it a lot and his being a 5 speed, the dual cases would make it nice for him not to have to burn up his clutch (and his leg) when we're crawling.

Edit: Jason, how long did it take you to install it? Was that the clunky noise that I mentioned a few weeks ago?

about 35 minutes. Well it got rid of that clunky chatter that i would sometimes get. Actually i drove it and only heard the Front coilovers clunking


And as for the SAS Trust me i have been seriously contemplating it. It is going to happen. Thats why i figured I could dual case it and keep the cases when i sas it, Once i ruin the ifs ill sas it.

I actually read all the trail gear taco instructions this morning. It seems pretty easy. If i do Ill go with leafs.

I need the extra low. My clutch is toast and this is not my first worn out clutch. Its just what happens when you wheel two to three times a week

 

[infamousRNR]

[MENTION=32837]J-money$$$[/MENTION] how can we see the pictures? They are all blurred out