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Old 06-06-2013, 05:15 PM   #91
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But Blaine its not carnage and broken parts every time you go is it?

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Old 06-06-2013, 05:24 PM   #92
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If you mean this kind of fun, then yes, you are correct. This was speeded up and shortened due to us spending literally 45 minutes with my friend getting him through there purely for the entertainment factor.

http://justaddrocks.com/Movies/UBJ%20Chipmunks.wmv

That is a very well set up YJ with locking hubs, high clearance spring hangers, Atlas II 5-1, 4:88's in a HP 30 and 8.8 with ARB's front and rear, and a WJ steering knuckle and brake conversion with higher steering and awesome brake pads.
Oh man...that is some funny stuff right there
That video alone was a great return on my auto trans investment....

The chipmunk voices were perfect...even the F bomb...

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Old 06-06-2013, 05:35 PM   #93
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If you mean this kind of fun, then yes, you are correct. This was speeded up and shortened due to us spending literally 45 minutes with my friend getting him through there purely for the entertainment factor.

http://justaddrocks.com/Movies/UBJ%20Chipmunks.wmv

That is a very well set up YJ with locking hubs, high clearance spring hangers, Atlas II 5-1, 4:88's in a HP 30 and 8.8 with ARB's front and rear, and a WJ steering knuckle and brake conversion with higher steering and awesome brake pads.
I am dying!
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Old 06-06-2013, 05:39 PM   #94
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... this has really turned into a great thread ... thanks everyone for imparting your knowledge!
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Old 06-06-2013, 05:45 PM   #95
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Waaaaaa my iPad won't let me open it.
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Old 06-06-2013, 07:08 PM   #96
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Ha I hadn't seen that video in years, great video.
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Old 06-06-2013, 07:42 PM   #97
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But Blaine its not carnage and broken parts every time you go is it?
Not even close to every time. In fact, I've run the trails out there 100's of times and my total carnage excluding tires is less than the cost of a set of Sticky Krawlers.

If you take driveshafts out of it, it then becomes small stuff like banjo bolts, Neutral Safety Switch, the odd brake line here and there, a bent tie rod now and then and one broken TRE I was using on a trackbar.

I have however, spent more on driveshafts than should be legal and finally got the issue resolved before it bankrupted me. In one season I spent over 2 grand on them. I've not spent more than 1 per season since I fixed the problem.

In general we like to wheel and do so with the intent to keep doing so. In other words, we don't drive like asshats with no regard for our parts.
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Old 06-06-2013, 07:46 PM   #98
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I cant wait til we can get some seat time out there in our race car
Are you Geoffrey?
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Old 06-06-2013, 07:49 PM   #99
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Are you Geoffrey?
That is me, sir!
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Old 06-06-2013, 08:52 PM   #100
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That is me, sir!
Do your buddies know what you do for a side job?

Nonetheless, please get a front axle I can do some good with and we'll get you handled.
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Old 06-06-2013, 09:19 PM   #101
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Do your buddies know what you do for a side job?

Nonetheless, please get a front axle I can do some good with and we'll get you handled.
Oh they are aware. They have been on almost as many runs with WF as I have..in anything but a wrangler

I found some stuff from jsawduste that I saved. I am also going to get some pics of what we have this weekend and see what u think
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Old 06-07-2013, 01:31 AM   #102
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What trails are you guys finding yourselves breaking on..?
And what parts are breaking....if you don't mind sharing...
Thank..
Just running Big Bear stuff for now. A guy in our group broke a shaft on the Dishpan waterfall. I want to get a little more prepared and check out cougar buttes once it cools down
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Old 06-07-2013, 02:26 AM   #103
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I'm still on stock shafts with new spicer joints for now. Oh yeah the rear is a double cardan.
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Old 06-07-2013, 09:55 AM   #104
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I'm still on stock shafts with new spicer joints for now. Oh yeah the rear is a double cardan.
I broke my front passenger-side shaft the first time I did Sledgehammer. I was thankfully in a group lead by Blaine so I had a lot of great help getting the rig through the remaining part of the trail. In fact my WF avitar shows my rig right after that happened, you can see the winch line which is attached to Blaine's Jeep. It was towing me through the touger parts so the driver's side shaft wouldn't break too since I was in 3wd at that point. I can't recommend doing any of the hammer trails with stock axle shafts. F/r lockers are certainly required too.
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Old 06-07-2013, 10:44 AM   #105
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I'm still on stock shafts with new spicer joints for now. Oh yeah the rear is a double cardan.
This is another one of those things that is very telling about where and how one does their wheeling. The average wheeler will get by and even more than get by just fine with stock shafts for a lifetime of wheeling.

If you step up to those trails out there, the life expectancy of stock axles goes from less than a trail to several but you won't make it more than several under any level of gentleness. They simply can't handle the stress long term and will fail. They have about the same life expectancy of the stock tie rod as in it may be less than one trail before you bend it or several but you will bend it.
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Old 06-07-2013, 11:40 AM   #106
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I was the same way about JV, until I met Blaine. My group ran Big Bear and other local areas and we stayed away from JV. Then Blaine talked us in to going on a rookie run to JV. It was one of the best trips I ever had, he got all of us up the trails without any breakage. Then we were hooked and started upgrading our rigs to tackle harder trails.

Of course there are no guarantees in off-roading anything can happen at anytime on any trail. It pays to go with someone who know the trails and the lines to take. Just keep in mind that not only are the trails hard but, so is the environment. The heat, the cold and the winds are extreme at times which adds to the difficulty.
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Old 06-07-2013, 07:21 PM   #107
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I got a manual.
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Old 06-07-2013, 07:58 PM   #108
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I got a manual.
I got 5 autos, 8 if you count the ones in the shed.
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Old 06-07-2013, 08:02 PM   #109
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I got 5 autos, 8 if you count the ones in the shed.
I'm sorry.
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Old 06-07-2013, 10:45 PM   #110
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I'm sorry.
I'm not. But, let's put it this way. I do a lot of transmission swaps into TJ's. Over the past few years I've done about 12 or so. I've swapped AX-15's for NV-3550's. I've swapped NV-3550's for AW-4's and 32RH's. I've swapped the late model 6 speed manual for the AW-4, and 32RH for the AW-4. Not once have we gone the other way and not once has an owner reported back to me that they regretted the decision, the cost, or the performance afterwards. Even if I didn't know what I know, that would convince me that I should know what I know.
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Old 06-08-2013, 12:00 AM   #111
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Don't get me wrong, I have chromo's front and rear. It's the stock driveshafts I still have. I've been waiting to upgrade them until I do my lift and kit. Then I will get the correct lengths and joints that will handle the pressure. I look at joints as a maintence items, grease and replace as needed.
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Old 06-08-2013, 12:36 AM   #112
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I'm not. But, let's put it this way. I do a lot of transmission swaps into TJ's. Over the past few years I've done about 12 or so. I've swapped AX-15's for NV-3550's. I've swapped NV-3550's for AW-4's and 32RH's. I've swapped the late model 6 speed manual for the AW-4, and 32RH for the AW-4. Not once have we gone the other way and not once has an owner reported back to me that they regretted the decision, the cost, or the performance afterwards. Even if I didn't know what I know, that would convince me that I should know what I know.
Kinda getting off topic here but how difficult is it to swap an AW4 into my 05? That clutch gets pretty annoying at times even with the 4:1 Tcase.

I would like to hit some of the easier hammier trails once my rig is fully built.
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Old 06-08-2013, 12:43 AM   #113
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Any jeep topic that helps us wheel better is fair game
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Old 06-08-2013, 08:25 AM   #114
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Don't get me wrong, I have chromo's front and rear. It's the stock driveshafts I still have. I've been waiting to upgrade them until I do my lift and kit. Then I will get the correct lengths and joints that will handle the pressure. I look at joints as a maintence items, grease and replace as needed.
Driveshafts are fine. I run 40" tires and 1310 joints. If you have a 44 LP, consider carrying a spare front complete and always have access to a spare rear driveshaft.
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Old 06-08-2013, 08:34 AM   #115
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Kinda getting off topic here but how difficult is it to swap an AW4 into my 05? That clutch gets pretty annoying at times even with the 4:1 Tcase.

I would like to hit some of the easier hammier trails once my rig is fully built.
Standard wheelbase TJ will be tough to swap an AW-4 into with the 4-1 241. There is no way to shorten it and unless you are liking a very short rear driveshaft you'll have to swap a 231 in with a SSSYE.

You will also need or will need to consider 5:38's in the diffs, trans cooler and a custom mount for the belly skid.

The swap itself is easy, the wiring is a bit tedious, and I believe you will need the CPS relocation kit from Hesco. I've heard rumor of there being a way to use the CPS in the bellhousing but I've not seen the particulars.

The biggest challenge we've seen is finding the more desirable 98-01 versions of the AW-4.
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Old 06-08-2013, 08:39 AM   #116
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I'm not. But, let's put it this way. I do a lot of transmission swaps into TJ's. Over the past few years I've done about 12 or so. I've swapped AX-15's for NV-3550's. I've swapped NV-3550's for AW-4's and 32RH's. I've swapped the late model 6 speed manual for the AW-4, and 32RH for the AW-4. Not once have we gone the other way and not once has an owner reported back to me that they regretted the decision, the cost, or the performance afterwards. Even if I didn't know what I know, that would convince me that I should know what I know.
Anytime my jeep has underperformed, it wasn't the transmissions fault. But I know what you're saying.
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Old 06-08-2013, 09:06 AM   #117
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The biggest challenge we've seen is finding the more desirable 98-01 versions of the AW-4.
Hey Blaine.. what did they do to the 98/01 aw-4 to make them more desirable?
I have a sweet 92 aw-4 that I'm about to put in my 91 Yj...both 0db1 units... any words of advice?
The jeep is stretched to 99.5 " and 538s in d44s.
I've been thinking I'd put the lockup torque converter on a switch... unless you have a workaround for this?
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Old 06-08-2013, 09:25 AM   #118
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Hey Blaine.. what did they do to the 98/01 aw-4 to make them more desirable?
I have a sweet 92 aw-4 that I'm about to put in my 91 Yj...both 0db1 units... any words of advice?
The jeep is stretched to 99.5 " and 538s in d44s.
I've been thinking I'd put the lockup torque converter on a switch... unless you have a workaround for this?
I have several very knowledgeable XJ buddies that have explained it to me but I don't really care enough to pay that much attention. It is like them asking me a brake question, I just tell them what they need or build it for them and they go run it.

As best as I can recall, it has to do with dual speed sensors one at the front and one at the back that give the TCM a better sense of what the trans is doing.

I don't have much for you on the TC. I tend to work very hard at making an install as stock looking and working as possible. In all the AW-4 swaps I've done, if you didn't know to look at the shifter bezel or put eyes on the trans itself, the only way you would know the swap was done is the OD gear on the highway.
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Old 06-08-2013, 09:36 AM   #119
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Right on...thank
I need to make time to get this swap done.
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Old 06-08-2013, 09:36 AM   #120
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Anytime my jeep has underperformed, it wasn't the transmissions fault. But I know what you're saying.
There is zero performance difference between the two styles of transmission. I've built rigs around both and arguably the most capable one I've ever built did have a manual in it.

It's just more work and more money to get the manuals up to the same level.

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