Black798's 98 limited build thread

[Black798]

Weird. Where are you measuring from when you are measuring your inches of articulation? I measured from hub center. I’m running 12” shocks at more of an angle and I’m barely getting a 1/4” more than you.
My shock angles are pretty terrible right now since pushing my axle back so much, but at full bump I’m at 33° angle and full droop I’m at 12° angle. Haven’t measured what it will be at ride height yet though.

I'm also measuring from the hub center to the lip of the flare. The way I'm doing it is, fully flexing the truck so one tire is at full droop the other is at full compression, then measuring the drooped side from hub to fender and then repeating that on the compressed side. I take those two numbers and find the difference and that is the inches of total articulation.

My linear vertical travel where both wheels move equally, which I think is what you,re measuring, is closer to 11.

 

[AssBurns]

I'm also measuring from the hub center to the lip of the flare. The way I'm doing it is, fully flexing the truck so one tire is at full droop the other is at full compression, then measuring the drooped side from hub to fender and then repeating that on the compressed side. I take those two numbers and find the difference and that is the inches of total articulation.



My linear vertical travel where both wheels move equally, which I think is what you,re measuring, is closer to 11.

I’m doing the same thing but measuring from the hub center to the ground. I measured both sides and they were almost exactly the same numbers, so I know the vehicle was level to the ground. The only thing I can think of is maybe you are getting some body flex when you do it, so your measurements might be possibly off due to that. Or maybe you just have a bunch of flex out of 10” shocks. Idk *

I’m getting just under 14” of vertical travel from full droop to full bump.

 

[Black798]

I’m doing the same thing but measuring from the hub center to the ground. I measured both sides and they were almost exactly the same numbers, so I know the vehicle was level to the ground. The only thing I can think of is maybe you are getting some body flex when you do it, so your measurements might be possibly off due to that. Or maybe you just have a bunch of flex out of 10” shocks. Idk *

I’m getting just under 14” of vertical travel from full droop to full bump.

I suppose the body flex could be part of the high number but I cant imagine it being that huge. Ill see if I can find a way to flex it out on level ground and use the ground as a reference and see if that makes a difference. But the hill Im using as my flex ramp is about a 17 inch rise so I think its possible I just got lucky and was able to really maximize the travel from the 10 inch shocks.

It's odd that I get so much flex when I measure it because I swear every other truck I look at seems like it has more flex but that could just be due to picture framing.

 

[apohl17]

Hey man, just found your thread. If I can get my build to a point where it looks anywhere near close to yours, I'd be a happy camper. Real solid setup.

Quick question when you get a chance though - how are you liking those falkens? Bought a set myself.

eace:

Sent from my XT1254 using Tapatalk

 

[AssBurns]

I suppose the body flex could be part of the high number but I cant imagine it being that huge. Ill see if I can find a way to flex it out on level ground and use the ground as a reference and see if that makes a difference. But the hill Im using as my flex ramp is about a 17 inch rise so I think its possible I just got lucky and was able to really maximize the travel from the 10 inch shocks.

It's odd that I get so much flex when I measure it because I swear every other truck I look at seems like it has more flex but that could just be due to picture framing.

I have mine sitting level on jack stands so only the rear is flexing, so no twist/flex on the frame or body. I'd say my numbers are pretty damn accurate, but doesn't necessarily mean your measurements are very inaccurate either. It would be pretty cool if you just happen to set yours up to have a ton of flex out of a 10" shock. Or I could have just set mine up where I have no flex out of a 12" shock. I guess we will figure that out if you ever get a chance to measure exactly the same way I did.

 

[Black798]

Hey man, just found your thread. If I can get my build to a point where it looks anywhere near close to yours, I'd be a happy camper. Real solid setup.

Quick question when you get a chance though - how are you liking those falkens? Bought a set myself.

eace:

Sent from my XT1254 using Tapatalk

Thanks for checking out the truck!

I am really happy with the Falkens. Both sets I have had have performed great and fit my needs perfectly. As long as I can get them and the truck is my daily living where I do I don't see myself getting anything different. If I move somewhere with a more mild winter I may look into the Falken MTs or Cooper STT Pros.

 

[Black798]

I've really been slacking lately on updates but I have been super busy getting the truck ready for an upcoming trip I have in a week.

So this last week I finally took care of some much-needed maintenance and upgrades by completely rebuilding the front suspension. I really dont have many pictures because I was doing this in the afternoons after work and really was in a rush to finish it all because I knew on Saturday I had to drive to Denver

So Heres where the fun starts, the big pile of shiny new parts...
SPC control arms, Whiteline bushings, total chaos spindle gussets, King extended coilovers, and a new OEM rack and tie rods from a 2001 to get the updated rack guide.
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/28557997117/in/album-72157698651087154/" title="IMG_8971"><img src="https://farm2.staticflickr.com/1805/28557997117_6ee22814d4_b.jpg" width="683" height="1024" alt="IMG_8971"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

So much beef...
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And heres what I started with...
All stock except for the limit staps and Bilstein coilovers
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/43380163952/in/album-72157698651087154/" title="IMG_9032"><img src="https://farm2.staticflickr.com/1761/43380163952_1a71863bf8_b.jpg" width="683" height="1024" alt="IMG_9032"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

First up was stripping everything off so that I could just start fresh and not have to deal with going one piece at a time. I started by disconnecting the brake line, outer tie rods, upper ball joints and the power steering lines. I also pulled the coilovers and limit straps so there wasn't anything in the way.

After I had all the really heavy parts off I decided to take a break from the truck and get the spindles prepped for the gussets and SPC arms since I had a feeling the lower control arms were going to really try my patience.

Since I don't have a press at home and forgot to grab a balljoint press I had to get creative to get the upper ball joints out and the new SPC adapters in. Knowing that the uppers are just a light compression fit I figured I could smack them out with a big sledge as long as I took the precautions so I wasn't hitting the spindle too hard or too many times. I also took a few measurements to make sure I didn't bend the upper portion of the spindle. I also tossed the SPC adapter bungs in the freezer to make install just a bit easier.

Getting the stock ball joints actually ended up being super easy. I removed the retaininng clips, soaked the outside of the joint in PB blaster and then let the torch heat up the spindle for about 5 minutes. One solid smack with the sledge and they came out with no damage to the spindle.

<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/43384497952/in/album-72157698651087154/" title="IMAG0229"><img src="https://farm1.staticflickr.com/920/43384497952_a536536fea_b.jpg" width="768" height="1024" alt="IMAG0229"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>
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I then reversed the procedure to install the SPC adapter which also went in super easy. Next up I installed the Total Chaos Spindel gussets. I have to say I'm honestly disappointed with these. I had to do a fair amount of grinding on them and the spindle to get them to fit up really well and Total Chaos also doesn't mention that none of the factory brackets on the spindle will work anymore, including the factory brake line mount. They also contact the coil bucket at full compression which is really irritating.

All welded up...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/29557130878/in/album-72157698651087154/" title="IMG_9037"><img src="https://farm2.staticflickr.com/1781/29557130878_e502b80ff7_b.jpg" width="683" height="1024" alt="IMG_9037"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

After everything was squared away with the spindles I pulled out the rack so I would have an easier time getting the lower control arms out. I also swapped over the poly bushings from the old rack because they were still good.

Old and new...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42528076345/in/album-72157698651087154/" title="IMAG0238"><img src="https://farm1.staticflickr.com/834/42528076345_4376be2d99_b.jpg" width="768" height="1024" alt="IMAG0238"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

I then had to face the lower control arms. I was avoiding them because I had a feeling at least two of them were seized. Thankfully all four of them came out with absolutely zero issues. I then pressed out the bushings with the factory jack. I've seen some people have issues with bending the control arms doing this. The key is to use the absolute minimum amount of pressure and let the heat do the work. I spent about 10 minutes per bushing heating up the control arm. This coupled with spraying a lot of WD40 to let them slide easier and they all 4 popped out with hardly any pressure.

<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42528081875/in/album-72157698651087154/" title="IMAG0232"><img src="https://farm2.staticflickr.com/1781/42528081875_fe93f15270_b.jpg" width="768" height="1024" alt="IMAG0232"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/43432462321/in/album-72157698651087154/" title="IMAG0228"><img src="https://farm2.staticflickr.com/1809/43432462321_27142dbf95_b.jpg" width="768" height="1024" alt="IMAG0228"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

Final assembly, sorry for the shitty focus...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42716340684/in/album-72157698651087154/" title="IMAG0246"><img src="https://farm2.staticflickr.com/1825/42716340684_6ae69634d8_b.jpg" width="768" height="1024" alt="IMAG0246"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

This was basically the end of all the hard parts. I then started reinstalling the control arms rack and all the other odds and ends. After I got everything in and leveled out the coilovers I did a rough eyeball alignment. I set the lower arms fully forward (rear cams out front cams in) and the SPC arms at E with the upper joint moved around 1/4 inch inboard to help zero out the camber. This drove around pretty decent except on the highway where the steering was super twitchy but it cleared everything even at full stuff.

Friday afternoon I took the truck in to be aligned and I am pretty happy with the results.
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42528066175/in/album-72157698651087154/" title="IMAG0252"><img src="https://farm1.staticflickr.com/914/42528066175_4f34acec61_b.jpg" width="768" height="1024" alt="IMAG0252"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

There is now some very slight rubbing on the firewall but it is only at full stuff and full lock which I'm rarely at. And if it becomes an issue I think I can just move the SPC arms to F which will solve my issue.

The truck also drives and rides beautifully now. I turned around less than 12 hours after the alignment and drove 700 miles to Denver with zero issues.

Flexing out the front to help settle everything...

<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/43428314441/in/album-72157698651087154/" title="IMG_9045"><img src="https://farm1.staticflickr.com/918/43428314441_7a63cf7737_b.jpg" width="1024" height="683" alt="IMG_9045"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

So a little more detail on the issue with the Total Chaos spindle gussets. When I received the gussets from Wheelers Offroad they were vacuum sealed with the included "instructions" which consisted of a picture and a couple small notes about welding them on. This was fine seeing as its a pretty simple part and the set of dirt king guests I installed on my buddy's 3rd gen taco had no instructions. But the problem was in the fitment. The total chaos ones with their factory edge left a huge gap that would have made the welding a disgusting mess. I had to grind close and an 1/8 inch off some parts to get them fitting up nice.

The other big issue I had was that the factory brackets no longer work which for the ABS wiring isn't a big deal because it stays out of the way on its own but the factory brake line bracket also won't work now as you can see in the pictures. So now I have a zip tie keeping my brake line from flopping around. There was zero mention of this in Total Chaos's instructions or any site that is selling them

There's also the fact they hit the coil bucket at full stuff. This is really not a big deal its just irritating seeing as I paid for something that was supposed to save me time and fit properly but I ended up spending more time making these fit and deal with the brackets than it would have to just make my own.

Brake line issue
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42716341344/in/album-72157698651087154/" title="IMAG0245"><img src="https://farm1.staticflickr.com/921/42716341344_5b90a3c044_b.jpg" width="768" height="1024" alt="IMAG0245"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

Coil bucket contact
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/43427673931/in/album-72157698651087154/" title="IMG_9051"><img src="https://farm2.staticflickr.com/1804/43427673931_0b83100355_b.jpg" width="683" height="1024" alt="IMG_9051"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>


A couple other random pictures

I had to modify the lower limit strap clevis to clear the kings
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42716343124/in/album-72157698651087154/" title="IMAG0243"><img src="https://farm2.staticflickr.com/1806/42716343124_9ee9e20c36_b.jpg" width="768" height="1024" alt="IMAG0243"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

Single man brake power bleeder. Works amazing...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42716339064/in/album-72157698651087154/" title="IMAG0248"><img src="https://farm2.staticflickr.com/1787/42716339064_4250b60805_b.jpg" width="768" height="1024" alt="IMAG0248"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

I also redid the washer fluid relocation again because the first time didnt eliminate all rubbing. I used an 800ml coolant overflow from ebay...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42528069525/in/album-72157698651087154/" title="IMAG0249"><img src="https://farm2.staticflickr.com/1825/42528069525_c5f16c14bd_b.jpg" width="768" height="1024" alt="IMAG0249"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

Also eliminated the rear washer because I never use it. I still need to spray the inside of the wheel well black but this will do for now
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42528066665/in/album-72157698651087154/" title="IMAG0250"><img src="https://farm1.staticflickr.com/915/42528066665_cbaffe7e85_b.jpg" width="768" height="1024" alt="IMAG0250"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

 

[4-Ripcord]

Well done!

 

[Lamer]

I also redid the washer fluid relocation again because the first time didnt eliminate all rubbing. I used an 800ml coolant overflow from ebay...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42528069525/in/album-72157698651087154/" title="IMAG0249"><img src="https://farm2.staticflickr.com/1825/42528069525_c5f16c14bd_b.jpg" width="768" height="1024" alt="IMAG0249"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

did you cap off the intake silencer box and insert the vacuum line?

 

[Black798]

[MENTION=78966]Lamer[/MENTION] yes I did. It's basically a partial ISR mod since I removed only one of the three boxes. I just did this to gain some room in the engine bay and to clean things up a bit. I would remove all three but the intake starts to get a bit too noisy for my taste with all three removed.

 

[theesotericone]

Way to knock some stuff out man. It's always a damn fine feeling when things you think will be a PIA end up being straight forward. Of course, the opposite can and does happen all to often. lol

 

[Black798]

Well, [MENTION=143526]theesotericone[/MENTION] must have jinxed me. Everything seemed like it was going perfectly and honestly way too smooth. The truck has been driving the best it ever has been but on the way down to Denver I noticed that it was running unusually hot. In the past, this truck has never run over 195 regardless of the conditions outside or what I was doing. But on the drive, it was consistently sitting at 205 while I was moving and as soon as I was sitting in traffic it would drop to 198.

This obviously had me a bit worried so I decided it was time to replace my 20-year-old radiator knowing in a week I will be driving up some pretty big passes and also going through the Utah desert. Cough Moab a cough. Thanks to Amazon prime I was able to have a brand new denso radiator shipped to my relative's house in Denver in 2 days and got it replaced today.

Old V New...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42572848435/" title="IMG_9056"><img src="https://farm2.staticflickr.com/1825/42572848435_505902a9c9_b.jpg" width="1024" height="683" alt="IMG_9056"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

Also replaced the cheap parts store thermostat I installed when I did the timing belt with a Denso as cheap insurance. Jiggle valve placed at 12 o clock for all you jiggle valve nazis out there...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/43477560401/in/photostream/" title="IMAG0255"><img src="https://farm2.staticflickr.com/1766/43477560401_b98a63ab5d_b.jpg" width="768" height="1024" alt="IMAG0255"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

All finished...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/28590822557/" title="IMAG0256"><img src="https://farm2.staticflickr.com/1785/28590822557_46f08480a7_b.jpg" width="1024" height="768" alt="IMAG0256"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

Tested it out and now in 90-degree heat with the ac blasting the temps barely hit 190, just where I like them.

So now on the more modification side of things. I may have done a thing...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/28590843497/" title="Screenshot_20180717-175027"><img src="https://farm1.staticflickr.com/925/28590843497_8c907340a4_b.jpg" width="1024" height="762" alt="Screenshot_20180717-175027"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>
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They're 2 inch solid 7075 Aluminum rear links made by Josh at 530 motorsports. He was doing a trial run of them at material cost that I had to get in on. Ill be finishing them off with ballistic joints on both ends

Some of you may recognize his badass FJ on 49s...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/28591022607/in/photostream/" title="2018-07-17_06-10-10"><img src="https://farm2.staticflickr.com/1823/28591022607_a62930411b_b.jpg" width="1024" height="943" alt="2018-07-17_06-10-10"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

 

[Taylor20]

They're 2 inch solid 7075 Aluminum rear links made by 530 motorsports. They were doing a trial run of them at material cost that I had to get in on. Ill be finishing them off with ballistic joints on both ends

Are these for the rear upper or lower?

 

[Black798]

Are these for the rear upper or lower?

Both. I'll be using 2.375 ballistic joints for the lowers and 2-inch ballistic joints for the uppers

 

[Taylor20]

Both. I'll be using 2.375 ballistic joints for the lowers and 2-inch ballistic joints for the uppers

I need a pair for the uppers. Hopefully he offers these soon.

 

[jb10]

I've really been slacking lately on updates but I have been super busy getting the truck ready for an upcoming trip I have in a week.

So this last week I finally took care of some much-needed maintenance and upgrades by completely rebuilding the front suspension. I really dont have many pictures because I was doing this in the afternoons after work and really was in a rush to finish it all because I knew on Saturday I had to drive to Denver

So Heres where the fun starts, the big pile of shiny new parts...
SPC control arms, Whiteline bushings, total chaos spindle gussets, King extended coilovers, and a new OEM rack and tie rods from a 2001 to get the updated rack guide.


So much beef...


And heres what I started with...
All stock except for the limit staps and Bilstein coilovers
<

First up was stripping everything off so that I could just start fresh and not have to deal with going one piece at a time. I started by disconnecting the brake line, outer tie rods, upper ball joints and the power steering lines. I also pulled the coilovers and limit straps so there wasn't anything in the way.

After I had all the really heavy parts off I decided to take a break from the truck and get the spindles prepped for the gussets and SPC arms since I had a feeling the lower control arms were going to really try my patience.

Since I don't have a press at home and forgot to grab a balljoint press I had to get creative to get the upper ball joints out and the new SPC adapters in. Knowing that the uppers are just a light compression fit I figured I could smack them out with a big sledge as long as I took the precautions so I wasn't hitting the spindle too hard or too many times. I also took a few measurements to make sure I didn't bend the upper portion of the spindle. I also tossed the SPC adapter bungs in the freezer to make install just a bit easier.

Getting the stock ball joints actually ended up being super easy. I removed the retaininng clips, soaked the outside of the joint in PB blaster and then let the torch heat up the spindle for about 5 minutes. One solid smack with the sledge and they came out with no damage to the spindle.


I then reversed the procedure to install the SPC adapter which also went in super easy. Next up I installed the Total Chaos Spindel gussets. I have to say I'm honestly disappointed with these. I had to do a fair amount of grinding on them and the spindle to get them to fit up really well and Total Chaos also doesn't mention that none of the factory brackets on the spindle will work anymore, including the factory brake line mount. They also contact the coil bucket at full compression which is really irritating.

All welded up...


After everything was squared away with the spindles I pulled out the rack so I would have an easier time getting the lower control arms out. I also swapped over the poly bushings from the old rack because they were still good.

Old and new...
<a data-flickr-embed="true" href="https://www.flickr.com/photos/147275993@N05/42528076345/in/album-72157698651087154/" title="IMAG0238"><img src="https://farm1.staticflickr.com/834/42528076345_4376be2d99_b.jpg" width="768" height="1024" alt="IMAG0238"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script>

I then had to face the lower control arms. I was avoiding them because I had a feeling at least two of them were seized. Thankfully all four of them came out with absolutely zero issues. I then pressed out the bushings with the factory jack. I've seen some people have issues with bending the control arms doing this. The key is to use the absolute minimum amount of pressure and let the heat do the work. I spent about 10 minutes per bushing heating up the control arm. This coupled with spraying a lot of WD40 to let them slide easier and they all 4 popped out with hardly any pressure.



Final assembly, sorry for the shitty focus...


This was basically the end of all the hard parts. I then started reinstalling the control arms rack and all the other odds and ends. After I got everything in and leveled out the coilovers I did a rough eyeball alignment. I set the lower arms fully forward (rear cams out front cams in) and the SPC arms at E with the upper joint moved around 1/4 inch inboard to help zero out the camber. This drove around pretty decent except on the highway where the steering was super twitchy but it cleared everything even at full stuff.

Friday afternoon I took the truck in to be aligned and I am pretty happy with the results.


There is now some very slight rubbing on the firewall but it is only at full stuff and full lock which I'm rarely at. And if it becomes an issue I think I can just move the SPC arms to F which will solve my issue.

The truck also drives and rides beautifully now. I turned around less than 12 hours after the alignment and drove 700 miles to Denver with zero issues.

Flexing out the front to help settle everything...

So a little more detail on the issue with the Total Chaos spindle gussets. When I received the gussets from Wheelers Offroad they were vacuum sealed with the included "instructions" which consisted of a picture and a couple small notes about welding them on. This was fine seeing as its a pretty simple part and the set of dirt king guests I installed on my buddy's 3rd gen taco had no instructions. But the problem was in the fitment. The total chaos ones with their factory edge left a huge gap that would have made the welding a disgusting mess. I had to grind close and an 1/8 inch off some parts to get them fitting up nice.

The other big issue I had was that the factory brackets no longer work which for the ABS wiring isn't a big deal because it stays out of the way on its own but the factory brake line bracket also won't work now as you can see in the pictures. So now I have a zip tie keeping my brake line from flopping around. There was zero mention of this in Total Chaos's instructions or any site that is selling them

There's also the fact they hit the coil bucket at full stuff. This is really not a big deal its just irritating seeing as I paid for something that was supposed to save me time and fit properly but I ended up spending more time making these fit and deal with the brackets than it would have to just make my own.

Brake line issue

Coil bucket contact

Great work! What rack did you go with? I know i need to do this but have been putting it off and just checking the fluid in it regularly

 

[Black798]

Read what you quoted, it's on the 5th line. OEM rack and tie rods from a 2001

 

[Black798]

Chinaman's Gulch

Last Saturday since I was in Denver and had an extra day before my big San Juan trip I decided to run Chinnamans Gulch outside of Buena Vista. I was originally going to be running it with another 3rd gen guy that was going to come up from Colorado Springs but he had to bail because of some family things that came up. So instead I ran it with my uncle and also took my 5-year-old cousin out on his first wheeling trip.

We got kind of a late start leaving Denver around 10 and heading up highway 285 and then onto County Road 301 but we were able to make decent time and made it to the trailhead by noon. I aired down to 18psi, took a quick look at some of the buggies that had just finished up carnage canyon and then we headed off to the chinamans trailhead.

Aired down and ready to roll...
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This trail wastes no time getting into the technical stuff which was awesome. We made it up the first rocky switchback and then it was onto the big rocks. Being the first trail since I had done the front end overhaul it was nice to flex everything out and start getting used to how everything handled. I made it up the first couple of sections fine but then we came to a big rounded ledge with a slight undercut that was showing the signs of the heavy use this trail has seen this year. I gave it a good try without the locker but it just wasn't going to happen. So, on came the ARB compressor and after flipping the locker switch the truck walked right up. After about 20 minutes we reached the turnoff for the Carnage Canyon overlook and decided to make the quick walk over to see the exit of that trail.

Getting my flex on...
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All I have to say is wow... The pictures really do not do this section justice, the ledges were well over my head and I stand at 6' 1" and everything is covered in loose silty sand. I have to say even if I was driving a fully caged and built buggy I do not know if I would have the balls to take this on, props to those that have.

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After walking back to the truck we ook off again dropping down a few washed out sections that really let me see the full limits of the suspension system. Needless to say I was very impressed and didnt wheel stand at all coming down these sections.

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After dropping down the two washed out sections we came to the first optional rock garden that I played around on some. I took the more conservative far right line but still ended up needing to lock the rear to push myself off the gas tank skid. I swear I drag that thing everywhere I go.

I think everyone here agrees that flex is the best
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Cresting the backside and exiting the obstacle...
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The next major obstacle was whale rock. I took a look at the far left line which is roughly a 6 foot near vertical climb up a nice V notch but without a front locker, I didn't see myself getting up it. I gave the center line a shot but couldn't get my front tires to climb because the Flatlink on the bumper was limiting the approach angle just enough to stop me. I ended up walking up the far right line without any issue.

Looking at whale rock with the three disntinct lines
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Going up. Peep them shiny kings...
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We continued on up through the creek bed without much issue untill one of the tight sections and due to me not paying attention I caught my rear link mount on a rock for like the millionth time. This hit was hard enough that it caused the mount to buckle slightly on one side but more on that later.

Once we reached the far edge of the loop we were able to see there was a pretty good rainstorm moving in from across the valley so we tried to pick up the pace and because of that we didn't get many pictures. It was fairly uneventful though other than this one washed out climb that took some careful tire placement to make it up.

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Weather rolling in...
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We were thankfully able to make it down before it started raining and decided to head over to the entrance to carnage canyon to check it out.

While the entrance is much more tame than the exit it is still no slouch. The first winch point is less than 10 yards into the trail and the sign gives you a good idea of what to expect. I spent a few minutes screwing around and was able to make it over the gatekeeper up to the first winch anchor but it had now started raining so I quickly backed down grabbed a few pictures and headed back to the parking lot to air up.

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I aired up and hit the road back to Denver. Overall I was thoroughly impressed with the truck and am loving the new front suspension. Chinmans gave me a good idea of what the truck as a whole was capable of and also highlighted some needed upgrades.

So the rear link mount. Here is the damage. Yes I know I should have made skids. I have been putting it off for over a year and it finally caught up to me.
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But as always breakage means opportunity for upgrades. The plan now is to ditch the factory mounts entirely and cut them off. Ill replaced them with new mount brackets made from 1/4 inch steel that will have a more gradual slope to make sliding over things easier and also raised the bolt up by roughly an inch to gain a little clearance. I know this will raise the anti squat percentage slightly but I think the added clearance will be worth it. This also works well because now I can make them wide enough to accommodate the Ballistic joints I will be using with the new aluminum control arms.

I am also starting to entertain the idea of going to 35s after this set of tires wears out. Reason being is I plan to move back to Colorado when I finish school so I'll be running harder trails more regularly along with deeper snow wheeling, I have to regear anyway, so might as well go big and go 5.29s and big tires right..? and I'm also going to be running the Rubicon in 2020 and they would be very beneficial on that trail.

That's all for now. I have some videos from the run Ill post up soon and now it's onto editing the San Juan pictures

 

[Black798]

Four Wheeling Through The San Juans

This last week was one for the record books. Over 2000 miles, 7 passes in 6 days, 7 days camping above 10,000 feet, and some of the most incredible scenery in the country.

So this trip actually started way back when I went on the trip to the sand dunes in Idaho. We were all sitting around the fire and I mentioned that I had been planning on taking a week to go down and do the Alpine Loop this summer and as chance had it Johnny, the guy with the green 80, had been planning the same trip and decided to let me tag along. Fast forward a few months and I'm meeting up with him and 8 other trucks for the most epic trip I have been on to date.

We all met up Sunday the 22 at the gas station just outside of Morrison, Colorado around 8 AM. At the gas station, we had a total of 5 rigs: Myself, Johhny and Polly in their 80, Ryan in the black Taco, Rhodes, and Dina in the red Taco, and Joe and Julie in the Sequoia. The plan for the day way to make it to Lake City, meet up with two other guys there, and then start up Engineer Pass, stopping roughly halfway to camp for the night.

We rolled out of Morrison around 8:30 and started heading up Highway 285 towards Johnson's Village just south of Buena Vista. We stopped in Johnsons Village for a quick pit stop and then continued on South towards Poncha Springs where we all filled up.

Stopped at Johnsons Village...
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After waiting in line for almost an hour and paying way too much per gallon we had all fueled up and rolled out of Poncha springs with Gunnison being out next target for lunch. This was al uneventful other than climbing Monarch Pass. Monarch is all paved but it is a constant 7% grade for over 10 miles and really made me realize how badly I need gears. Climbing the pass I was in second gear doing 55 at 4000 rpms with absolutely nothing left to give, but I was able to keep pace with traffic and crested the pass with no issues.

After a quick lunch stop in Gunnison we continued south to Lake City where we met up with Aaron in the fj who had driven down from Bozeman, and Steve and Ally in the white 80.

One of the rivers we crossed on the way to lake city. This really puts into perspective just how dry it is in this area right now.
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We all aired down and then it was time to finally get on some dirt.

Air down action...
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We started up the pass making good time since the road had been freshly graded and there wasn't much traffic to slow us down. After about 5 miles the road started to get a little more chunky with some larger rocks and right on que I had my first breakage...sorta.

As we got into the rocks I started hearing an awful clunking sound, at first I thought it was the steering rack but after some more careful listening, I found it was coming from the rear axle links. We all stopped and jumped out to take a look. I was hoping it was just a loose bolt but turns out the SPC joint in the front of my driver side lower control arm is already destroyed and has roughly 1/4 inch of play in it because the polyurethane race is basically nonexistent at this point. I have to say I am pretty disappointed with the longevity of those joints.

Seeing as there wasn't anything we could do about the joint I decided to just deal with it and we continued on and rolled into our campsite around 6.

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The next morning we got a decently early start and rolled out of camp at 9 and continued heading up the pass reaching the summit after about an hour. The plan for the day was to make it over engineer pass and then head to black bear pass, taking it over to Telluride and camping somewhere in that area for the night.

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After taking a bunch of pictures and flying the drone around for a bit we started to drop down the other side of the pass and once we hit the pavement we headed south towards Black Bear Pass, deciding to not air up since the drive wasn't too far.

We hit Black Bear Pass and started going up and decided to stop for lunch about two miles in. It was here we found our actual first breakage. Steve had been hearing a strange squeak from the rear of his 80 and upon closer inspection found the bolt for his passenger lower shock mount had fallen out and his OME shock had come loose and been completely mangled by the sway bar. We decided to just pull the shock and be careful to not overextend the suspension so that he could continue wheeling.

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After dealing with the busted shock we pushed on up the trail and stopping for a quick picture at the summit.

Coming up on of the optional "harder" lines.
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At the summit.
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First glimpse of Telluride.
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As we started to drop down further getting closer to the steps we could see a red truck in the distance that didnt look quite right and as we got closer we could see that someone had crashed their Xterra into the creek just off the trail. We all were concerned but found a vague note on the back of the truck explaining that 4 people had been helicoptered out and there was a missing dog in the area. We later found out this was a case of drunk driving. A link to the full story for those interested.

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After looking at the xterra for a bit we all hopped in the trucks to continue down into Telluride. It was at this point that the trail went from pretty tame to something that required you to be on your absolute A game. This trail isnt really technically hard. There is just a ton of exposure and any major mistake or mechanical failure could very easily send you rolling over the edge.

Johnny Dropping down the steps...
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As you can see there isnt much wiggle room, and this is in one of the wider spots...
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After getting through the steps, which is really the worst part of the trail, we were into the switchbacks. I beleive there are 12 in totaly and they are TIGHT. Even in 2wd I had to take 2 or 3 turns to make it around some of the switchbacks. And no I was not in 2wd the whole time, I simply switched to 2 low on the turns to make my turning radius tighter and went back into 4wd when I needed to back up or was going straight.

Looking over the edge of the upper switchback. You can really see how steep it is.
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And yes this is an active hiing trail, you can see it just on the ege of the rock outcropping in the center of the frame. Talk about sketchy
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After getting down to Telluride we were running a little late. We had planned to be off Black bear by 3 but it was almost 6 at this point and we still didnt have a campsite identified. We decided to try the local campground in Telluride because it was close and easy but were quickly shut down. There was a single open space. Without much other choice we headed south for Gold King basin to see if we could find somewhere out there. We came into one of the first of 3 lakes to check out a spot but after walking around decided it was just too small for 7 trucks.

We all jumped back in the trucks to head to the second lake and I was met with the awful sound of my truck not starting. It was just cranking and cranking but not firing. I was hoping it would throw a CEL to help me find the problem but nothing come on. After about a minute of cranking it barely fired up and then started running just fine. Not sure what happened there but it was not a good feeling.

After about another 20 minutes of looking, we found a great spot in Gold King Basin itself.

Some great views setting up camp.
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And that was day one and 2. To be continued...

 

[Black798]

Day 3: Telluride to Ouray via Imogene Pass.


Day 3 we all got a late start because we were just hammered from the long day before and a late night sitting around bullshitting. We rolled out of camp around 10 and made the short drive back down to Telluride from Gold King basin to go and explore the town for a while. After doing the usual touristy things and walking both sides of the main strip the group met back up at the trucks. It was at this point we parted ways with Steve and Ally in the white 80 as they were headed back to Fort Collins.

After everyone was back at the trucks and fueled up we headed for the Imogene trailhead which was kind of strange in that it seemed more like someone's driveway than a trail. A short while in you get a great view of Black Bear Pass across the valley.

You can see the switchbacks here and if you look closely you can follow the trail all the way up the bowl on the left-hand side to the summit.
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The entrie Telluride Side of Imogene is nothing more than a narrow dirt road so we should have been able to make good time, however we were running into a ton of trail traffic, Specifically UTVs and Jeeps that lacked any knowledge of trail etiquite which made progres very slow. It took nearly 2 hours to make it up to the Tom Boy mine site. As we were rolling into the mine we saw some heavy clouds rolling in behind us and after watching 3 of the surrounding peaks get struck by lightining we opted to wait a bit and let the storm pass. So we pulled off into a nice flat spot at the mine and pulled the foxwing out on Rhodes' truck and sat around for an hour.

Some views from midway up.
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After the storm blew over we continued heading over the pass now climbing above the 11,000-foot mark. On our way up we saw one of the tour guide trucks pulled off to the side with the driver out yelling at someone or something. We sped up a little to see what was going on and as we crested the next hill we saw what the guy was yelling at.

Some guy in a 4 seater Polaris RZR had gone off trail and was sitting in one of the bowls taking selfies of him and his family ripping around tearing up the ground and going across these big off-camber berms that were not part of the trail. We all yelled at him as we passed by and he just flipped us off and continued on with what he was doing. At the time we didn't know it but this was going to become a common theme for the rest of the trip.

After doing our best to make the Polaris driver aware of his bullheaded nature we began the final push for the summit. And as luck would have it our favorite RZR driver had caught up and was in a big hurry to reach the summit. And being the lovely people we are we staggered the trucks and slow WAAAYYY down just to make sure he couldn't get by and to piss him of. But after we reached the summit and pulled off he tore off down the other side of the pass going off trail again and nearly flopping. I seriously hate those UTVs.

At the summit. This is the highest that I have ever taken the truck.
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After everybody got their picture with the sign we dropped over into the Ouray side of the pass and Johnny and I started descending at a pretty decent clip. The rest of the group was hanging back because several of the passengers were struggling with the altitude and were taking it easy. We got down to the "famous" rock outcropping and decided to wait for the group to catch up. I took the opportunity to get out on the ledge and take some pictures. This reminded me a lot of Top of The World.

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After everyone grouped back up at the rock we collectively decided to try and get down the pass as fast as possible. There was another weather front moving in and it was now getting pretty late. We also didn't have a campsite identified and seeing as no one wanted to be setting up in the rain it made sense to haul down to the bottom.

We ended up camping just outside of Ouray in a forest service area about 5 miles off pavement. This spot wasn't optimal as it was very swampy and had a very strong odor of cows, but it was the best we could find and we were able to set up right before we got poured on by the rain.

Right before the trip I decided to ceramic coat the paint on the truck. It was pretty cool to see the "self cleaning" properties in action. All the mud seemed to just bead up and roll off the hood.
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Thats day 3 in a nutshell. Day 4 coming soon...