Post-Trail Tech

(ANNOUNCER)>> SOME GUYS SPEND THOUSANDS OF DOLLARS CHASING DOWN BIG HORSEPOWER, BUT TODAY ON XTREME OFF ROAD WE'LL BEEF UP OUR CUMMINS CHEAP.

ALL IT TAKES IS A FEW MINUTES WITH THE ANGLE GRINDER. AND FOR THE FIRST TIME EVER THE JK EXPERIENCE TRAVELS TO THE EAST COAST AND WE'RE THERE. PLUS AN INVERTER WELDING MACHINE FOR STRONG, CLEAN ALUMINUM WELDING JOINTS.

(IAN)>> THE LAST TIME WE WORKED ON OUR CRAWLER HAULER PROJECT WE WENT AHEAD AND MOCKED UP OUR TURBO INTERCOOLER AS WELL AS BUILT ALL OF OUR BOOST TUBES TO CONNECT IT TO THE ENGINE. NOW WHILE WE'RE UNDERNEATH THE HOOD OF THIS RIG I THOUGHT WHY NOT GO AHEAD AND PULL A LITTLE EXTRA POWER OUT OF OUR INLINE SIX.

AND WITH THIS PARTICULAR MODEL OF CUMMINS IT'S ACTUALLY VERY SIMPLE TO DO WITH A COUPLE OF KEY UPGRADES. OUR CUMMINS IS A MECHANICALLY INJECTED SIX BT ENGINE, COMMONLY REFERRED TO AS A 12 VALVE. THEY ARE EASILY IDENTIFIED BY THE SIX INDIVIDUAL ROCKER BOX COVERS ON THE TOP OF THE ENGINE. MORE MODERN CUMMINS ENGINES ARE ELECTRONICALLY

CONTROLLED, AND ARE KNOWN AS 24 VALVES. THEY ONLY HAVE ONE LARGE VALVE COVER ON THE TOP OF THE ENGINE. OUR 12 VALVE IS EQUIPPED WITH A PPUMP INJECTION PUMP. IT'S EASILY IDENTIFIED BY THE INJECTION PIPES COMING OUT OF THE TOP OF THE PUMP GOING TO EACH CYLINDER. WE CAN PULL A LITTLE BIT MORE POWER OUT OF OUR

CUMMINS ENGINE BY MODIFYING OUR DIESEL INJECTION PUMP. NOW UNDERSTANDING WHY THAT'S POSSIBLE YOU FIRST HAVE TO THINK OF THE INJECTION PUMP AS KINDA LIKE A DISTRIBUTOR AND FUEL INJECTION SYSTEM IN A TYPICAL GAS ENGINE. INSTEAD OF SPARK PLUG WIRES WE HAVE THESE STEEL LINES ON TOP OF THE INJECTION PUMP. NOW THE PUMP SENDS HIGH PRESSURE DIESEL FUEL DOWN TO EACH CYLINDER AT A SPECIFIC TIME TO MAKE THE ENGINE RUN. NOW JUST LIKE WITH A GAS ENGINE, IF WE WANT HOTTER SPARK, WE'D INSTALL A HOTTER COIL. NOW WE CAN IMPROVE THE POWER OUTPUT OF THIS INJECTION PUMP BY INSTEAD OF DELIVERING MORE SPARK WE'LL DELIVER MORE FUEL DOWN THOSE FUEL LINES, AND

WE DO IT BY MODIFYING WHAT'S CALLED THE FUEL PLATE. TO GAIN ACCESS TO THE FUEL PLATE THE UPPER PORTION OF THE PUMP NEEDS TO BE REMOVED. THERE IS ONE TAMPER PROOF BOLT IN THE HOUSING, BUT WITH A SHARP CHISEL IT CAN BE REMOVED. THE PLATE CAN THEN BE SEEN INSIDE THE PUMP.

FOR A MILD UPGRADE SIMPLY SLIDE THE PLATE FORWARD TOWARDS THE FRONT OF THE TRUCK, BUT FOR MORE POWER THE PLATE IS REMOVED TO BE MODIFIED. A LITTLE SEARCHING ON THE INTERNET AND YOU'LL FIND A PPUMP GRINDING TEMPLATE LIKE THIS ONE. I LIKE THE 100 GRIND BECAUSE I'VE USED IT IN THE PAST.

IT STILL KEEPS THE EXHAUST CLEAN AT IDLE BUT ADDS MORE FUEL WHEN YOU FEED THE TRUCK SOME THROTTLE. ONCE GROUND TO THE CORRECT PROFILE THE PLATE IS CLEANED AND THE PUMP IS REASSEMBLED.

BY PERFORMING THE FUEL PLATE MOD ON OUR TRUCK WE'VE PROBABLY PICKED UP RIGHT AROUND 100 HORSEPOWER.

NOW IF YOU PLAN TO MODIFY YOUR PPUMP LIKE THIS IN YOUR CUMMINS POWERED VEHICLE, YOU WANT TO MAKE

SURE YOU PICK UP A PYROMETER GAUGE. NOW THAT'S A GAUGE THAT MEASURES YOU EGT'S, OR EXHAUST GAS TEMPERATURES. BY MODIFYING THE PUMP YOUR EGT'S WILL GO UP, AND WHY THAT HAPPENS IS WE'VE DUMPED A WHOLE BUNCH OF EXTRA FUEL INTO A STOCK MOTOR.

THERE'S NO WAY THAT WE'RE GONNA BE ABLE TO BURN ALL THE FUEL THAT WE'RE PUTTING INTO THAT ENGINE. THAT'S WHY WHEN YOU SEE MODIFIED CUMMINS ON THE ROAD AND THEY HIT THE GAS, YOU'LL SEE A BIG CLOUD OF BLACK SMOKE COMING OUT OF THE EXHAUST. AND EVERYONE YELLS "ROLL COAL" AS YOU DRIVE THROUGH TOWN.

WELL THAT MAY LOOK COOL BUT IT'S INEFFICIENT. ALL THAT BLACK SMOKE IS UNBURNED FUEL. IT'S BASICALLY SOOT. IF YOU WANT TO TAKE FULL ADVANTAGE OF THIS MODIFICATION YOU NEED TO GET MORE AIR INTO THE ENGINE, AND THAT IS ACCOMPLISHED BY THIS MODIFICATION WE'RE GOING TO DO RIGHT HERE. THIS IS AN UPGRADED TURBOCHARGER THAT I GOT FROM SUMMIT RACING. NOW IT IS A TOWING PERFORMANCE TURBO FOR THE CUMMINS ENGINE. IT'S A 58 MILLIMETER TURBOCHARGER. NOW THAT'S TWO MILLIMETERS BIGGER THAN THE STOCK TURBO AND IT'LL JUST GIVE US A LITTLE BIT MORE AIR INTO THE ENGINE. TO WORK WITH THAT I PICKED UP THIS TUBULAR CAST

MANIFOLD THAT WILL REPLACE THE STOCK MANIFOLD. IT JUST FLOWS A LOT BETTER THAN THE FACTORY PIECE. NOW THAT WILL HELP GET THE EXHAUST INTO THE TURBO CHARGER FASTER AND HELP IT SPOOL UP A LITTLE BIT QUICKER. ALL THAT WILL GET MORE AIR INTO THE ENGINE. WE CAN TAKE ADVANTAGE OF ALL THAT EXTRA FUEL FOR MORE POWER.

OUR NEW MANIFOLD AND TURBO ARE DESIGNED TO REPLACE THE FACTORY UNITS. NOW WITH THE STOCK MANIFOLD UNBOLTED FROM THE HEAD, IT IS REMOVED AS AN ASSEMBLY WITH THE TURBO CHARGER STILL ATTACHED. THE HEAD IS THEN CLEANED USING A ROLL LOCK DISC AND THE NEW TURBO IS BOLTED UP TO OUR TUBULAR CAST IRON MANIFOLD WITH THE INCLUDED FASTENERS. AND JUST LIKE WHEN WE REMOVED EVERYTHING, THE MANIFOLD AND TURBO ARE DROPPED INTO PLACE AS ONE UNIT AND BOLTED UP TO THE CUMMINS HEAD. NOW OUR CRAWLER HAULER IS READY TO BREATHE A LITTLE EASIER AS IT HAULS OUR JUNK TO THE TRAILS.

(ANNOUNCER)>> UP NEXT, FROM THE MOUNTAINS OF NORTH CAROLINA TO THE BEACHES OF FLORIDA IT'S THE FIRST ANNUAL EAST COAST JK EXPERIENCE.

(IAN)>> WE'RE HERE IN BEAUTIFUL FRANKLIN, TENNESSEE, AT THE POWERNATION TV STUDIOS. THE GANG FROM THE EAST COAST JK EXPERIENCE HAS STOPPED BY TO PAY US A VISIT. IT'S JUST ONE OF THE MANY PLACES THEY'LL SEE ON A WEEK LONG WHEELING ADVENTURE THROUGH THE SOUTHEASTERN UNITED STATES. SINCE 2009 THE NITTO JK EXPERIENCE PRESENTED BY DISCOUNT TIRE HAS BEEN DEDICATED TO BRINGING JK OWNERS A ONCE IN A LIFETIME CHANCE TO SPEND A WEEK TAKING ON SOME OF THE MOST EXCITING AND

SCENIC TRAILS AROUND. TRADITIONALLY HELD IN THE WESTERN UNITED STATES, THIS YEAR THE EVENT EXPANDED TO INCLUDE A MIDWEST AND EAST COAST EXPERIENCE AS WELL. FOR WHEELERS USED TO THE WIDE OPEN WEST THE EAST COAST ALMOST FEELS LIKE ANOTHER PLANET.

(RUSS)>> I MEAN I KINDA HAD A PICTURE OF WHAT MY MINDSET WOULD BE. MUD, SLIPPERY, BUT UNTIL YOU GET OUT THERE IT'S A WHOLE DIFFERENT LEVEL OF MUD AND GREASE.

(ERIC)>> FOR NORTHRIDGE FOUR BY FOUR JK EXPERIENCE IS AN OPPORTUNITY TO SHOWCASE THE VEHICLES THAT WE BUILD AND HOW THE WORLD WHAT THESE RIGS ARE CAPABLE OF.

MOST PEOPLE SEE THEM AS A GROCERY GETTER OR A MOM VEHICLE, AND WE GO OUT THERE AND ABUSE THEM AND BEAT THEM AND THEY HOLD TOGETHER AND WE DRIVE THEM 2,000 MILES HOME. NOT A LOT OF VEHICLES OUT THERE THAT CAN HOLD UP TO

THE ABUSE WE PUT THESE THINGS THROUGH.

AND THANKS TO THE AWESOME PARTS AT OFF ROAD EVOLUTION AND EVO OFFERS IT MAKES IT POSSIBLE. THE BEST PART ABOUT JK EX FOR ME IS NOT KNOWING WHAT'S AROUND THE NEXT CORNER, NOT KNOWING WHAT THE NEXT DAY HAS TO OFFER. I GO TO BED AT NIGHT JUST DREAMING ABOUT WHAT MEL

HAS PLANNED FOR US THE NEXT DAY. AND THE NEXT DAY ALWAYS BEATS THE DAY BEFORE.

IT TRULY IS AN ADVENTURE.

(IAN)>> WHEN THE JK'S AREN'T ON THE TRAIL THEY ARE MOST DEFINITELY NOT ON A TRAILER. INSTEAD THEY ARE DRIVING OUR COUNTRY'S BACK ROADS AND HIGHWAYS, TAKING THE SCENIC ROUTE FROM ONE OFF ROAD PARK TO ANOTHER. TO KEEP THINGS INTERESTING ONLY MEL WADE, WHO CREATED THE JK EXPERIENCE, KNOWS WHERE THEY'RE GOING NEXT.

(MEL)>> IT'S AN HONOR MAN. THESE GUYS TRUST ME.

THEY'RE CEO'S OF THE COMPANIES AND INVITED

GUESTS, AND THEY TRUST ME TO LEAD THEM AROUND. THEY DON'T KNOW, I JUST TELL THEM THE STARTING AND ENDING LOCATION, NOTHING IN BETWEEN.

(DOUG)>> MAN JUST BEING OUT THERE IN NATURE, AND

JUST GOING PLACES THAT NOT EVERYBODY CAN GO. YOU KNOW THAT TO ME IS AMAZING, WHERE YOU GET OUT ON THESE TRAILS AND YOU GO, OH YEAH, NOBODY ELSE CAN GET UP HERE. AND YOU GET TO SEE STUFF THAT NOBODY ELSE CAN SEE.

(CHRIS)>> IT'S MORE THAN JUST GOING AND HITTING A TRAIL AND WHEELING. IT'S ALSO THE COMRADERY OF COMING BACK AND TALKING ABOUT IT. BY THE END OF THE WEEK, I MEAN, YOU'VE MADE LIFE LONG FRIENDS THAT YOU DIDN'T KNOW WHEN YOU STARTED.

(IAN)>> WE WERE HONORED THAT ONE OF THE LOCATIONS THAT MEL CHOSE TO VISIT WAS OUR STUDIOS. WE GOT TO MEET WITH SOME GREAT PEOPLE, SEE SOME

KILLER RIGS, AND SHOW EVERYONE AROUND ALL THE POWERNATION SHOPS. OF COURSE LUNCH WAS INVOLVED.

AND WHILE OUR PARKING LOT DOESN'T OFFER ANY WHEELING

OPPORTUNITIES FOR A FOUR BY FOUR RIG, EVERYONE GOT A TEST DRIVE ON OUR VERADO DRIFT TRIKES. IT'S EASY TO BREAK DOWN THE JK EXPERIENCE BY THE NUMBERS. IN SEVEN DAYS THESE WHEELERS TRAVELED OVER 1,300 MILES THROUGH SIX STATES AND FOUR OFF ROAD PARKS. ALONG THE WAY THEY GOT TO CHECK OUT THE BILTMORE ESTATE, THE BLUE RIDGE MOUNTAINS, DAYTONA MOTOR SPEEDWAY, JEEP BEACH, AND COUNTLESS OTHER DESTINATIONS. WITH PLENTY OF WHEELING, SIGHT SEEING, AND GOOD TIMES WITH GOOD FRIENDS, THE INAUGURAL EAST COAST JK EXPERIENCE WAS A ROUSING SUCCESS AND WE CAN'T WAIT TO SEE WHAT NEXT YEAR HAS IN STORE.

(ANNOUNCER)>> UP NEXT INVERTER TECHNOLOGY GIVES YOU PLENTY OF OPTIONS WHEN WELDING ALUMINUM.

(ANNOUNCER)>> WELDING TECH IS FUELED BY ESAB, MAKER OF THE ALL NEW REBEL AND OFFICIAL WELDING AND CUTTING SUPPLIER OF XTREME OFF ROAD.

(IAN)>> FOR TODAY'S WELDING TIP WE'RE GONNA TAKE A LOOK AT HOW TECHNOLOGY IS CHANGING THE WORLD OF MODERN WELDING. NOW ALL OF THAT TECHNOLOGY REVOLVES AROUND SOMETHING CALLED A DIGITAL VOLTAGE INVERTER.

SO YOUR TRADITIONAL TIG WELDING MACHINE USES A VOLTAGE TRANSFORMER TO INCREASE THE INPUT VOLTAGE

AND AMPERAGE ON THE MACHINE, USUALLY AROUND 230 VOLTS, 50 AMPS TO THE REQUIRED HIGHER AMPERAGE OUTPUT THAT WE NEED FOR WELDING UP TO 300 AMPS. NOW AN INVERTER MACHINE USES A VOLTAGE INVERTER TO INCREASE THAT VOLTAGE INSTEAD OF A TRANSFORMER. THAT MEANS A CLEANER, SMOOTHER ARC AT THE TIP OF THE TUNGSTEN, BUT WHERE IT REALLY SHINES IS WHEN WE'RE WELDING ALUMINUM. WHEN WE FIRST TALKED ABOUT A/C ALUMINUM WELDING WE SHOWED YOU HOW DURING THE WELDING PROCESS THE ARC USES THE POSITIVE SIDE OF THE A/C SIGN WAVE TO WELD AND THE NEGATIVE SIDE TO CLEAN THE MATERIAL. BUT WITH A TRANSFORMER MACHINE YOU ARE LIMITED TO THE HERTZ OF THE INPUT VOLTAGE, 60 TIMES PER SECOND. INVERTER MACHINES LIKE THIS 281-I FROM ESAB DO NOT RELY ON THE INPUT VOLTAGE TO CREATE THE OUTPUT A/C SIGN WAVE THAT WE NEED FOR WELDING ALUMINUM. INSTEAD THEY JUST USE THE A/C VOLTAGE TO POWER THE MACHINE, IMMEDIATELY CONVERT IT OVER TO D/C OR DIRECT CURRENT.

THEN IT USES THE INVERTERS AND THE SWITCHES INSIDE THE MACHINE TO BASICALLY CHOP UP THAT DIRECT FEED. IT GIVES US A POSITIVE SIDE OF THE ARC AND A NEGATIVE SIDE OF THE ARC. BASICALLY CREATES A VIRTUAL SIGN WAVE, BUT THE NICE THING ABOUT IT IS IT'S GOT NICE FLAT TOPS, NICE FLAT BOTTOMS. IT'S GONNA GIVE US A GOOD, CRISP, CLEAN ARC AT THE END OF THE TUNGSTEN. THE BEST THING THOUGH IS WE'RE NO LONGER LIMITED TO THE 60 HERTZ OF OUR INPUT VOLTAGE. WE HAVE FULL CONTROL OVER THE CYCLES PER SECOND OF OUR A/C SIGN WAVE. THIS MACHINE WE CAN TURN UP TO ALMOST 200 CYCLES PER SECOND. NOW THAT GIVES US A LOT OF CLEANING AND A LOT OF WELD TIME INSIDE THAT ONE SECOND PERIOD, AND WHEN YOU'RE WELDING ALUMINUM IT MAKES A HUGE DIFFERENCE.

WHEN WELDING ALUMINUM AT 60 HERTZ YOU HEAR A FAMILIAR SOUND. THAT'S THE A/C SIGN WAVES CYCLING BETWEEN THE POSITIVE AND NEGATIVE SIDE OF THE CURVE. WITH THE INVERTER MACHINE INCREASED UP TO 200 CYCLES PER SECOND YOU CAN INSTANTLY HEAR THE DIFFERENCE WHEN WELDING. [ high pitched buzzing ]

(IAN)>> THE WELDER STARTS TO SCREAM AS YOU LAY DOWN THE BEAD BUT THE ARC IS NOW MUCH MORE FOCUSED AND DIRECT TO IMPROVE THE CLEANING OF THE WELD. WHEN YOU COMPARE THE TWO BEADS SIDE BY SIDE IT'S

EASY TO SEE THE BENEFIT OF RUNNING THE MACHINE AT 200 HERTZ. A 60 HERTZ BEAD, THE OXIDE BURNOUT IS JUST A LOT FATTER. YOU CAN SEE IT ON EITHER SIDE OF THIS WELDED BEAD. CYCLING THE WELD 200 TIMES PER SECOND JUST GIVES US

MORE CLEANING IN A SHORT PERIOD OF TIME. SO THE OXIDE LAYER STAYS IN NICE AND TIGHT, A LOT CLOSER TO THE BEAD. THIS WILL OBVIOUSLY MEAN LESS CLEAN UP WHEN YOU'RE FINISHED WELDING, BUT I'M SURE YOU'VE ALSO FIGURED OUT THAT FEWER OXIDES THAT YOU CAN SEE MEANS FEWER OXIDES THAT YOU CAN'T SEE. SO INSIDE THE MOLTEN PUDDLE AS WELL AS ON THE BOTTOM SIDE OF THE MATERIAL WILL STILL BE GOOD AND CLEAN, AND MORE IMPORTANTLY GOOD AND STRONG. SO IF YOU'VE PICKED UP A TIG WELDER THAT HAS INVERTER TECHNOLOGY BUILT INTO IT, GO AHEAD AND PLAY WITH THOSE CYCLES PER SECOND WHILE YOU'RE WELDING ALUMINUM. CUT YOURSELF OUT A BUNCH OF COUPONS AND JUST LAY DOWN SOME BEADS OF DIFFERENT TYPES OF JOINTS. THEN WHEN YOU FIND THE PERFECT SETUP FOR YOU, RECORD THAT INFORMATION SOMEWHERE.

AND THEN WHEN IT COMES TIME TO SETUP THE WELDER TO WELD SOMETHING FOR YOUR PROJECT IT'LL BE READY TO GO.

(ANNOUNCER)>> COMING UP, WHEN YOUR RIG BREAKS DOWN ON THE TRAIL SOMETIMES YOU'VE GOT TO GO BACK TO THE SHOP AND BACK TO THE DRAWING BOARD.

(IAN)>> I'M SURE ALL OF YOU RECOGNIZE PROJECT LOCKJAW, OUR CLASSIC JEEP 715 THAT WE SAVED FROM A LOCAL SCRAPYARD. NOW I GET ASKED ALL THE TIME, WHAT HAPPENS TO THESE RIGS WHEN WE'RE FINISHED WITH THEM ON THE SHOW? WHERE DO THEY GO? WELL LOCKJAW, IT STAYED RIGHT HERE BECAUSE I LOVE WHEELING THIS CLASSIC OLD IRON. I'VE TAKEN IT OUT WEST, AND I'VE EVEN HIT A COUPLE OF LOCAL OFF ROAD PARKS HERE. ONE THING THAT WE'VE NEVER TALKED ABOUT IS WHAT KIND OF MAINTENANCE DO YOU NEED TO PERFORM ON A HARDCORE OFF ROAD RIG. AND WHEN YOU MAKE AS MANY MODIFICATIONS TO A VEHICLE THAT WE MADE TO LOCKJAW, WELL STUFFS GONNA COME UP. THE ONLY ORIGINAL ITEMS FROM OUR DONOR VEHICLE ARE THE CAB, BED, AND FRAME. EVERYTHING ELSE WAS MODIFIED AND CUSTOM. BDS SUSPENSION FOUR INCH LEAF SPRINGS ALL THE WAY AROUND ON CUSTOM FABRICATED HANGERS AND SHACKLES. AXLES FROM MODERN ONE TON TRUCKS, A 14 BOLT OUT BACK AND DANA 60 UP FRONT. A MODERN 2009 HEMI THAT WAS REBUILT AND MATED TO A 545 RFE AUTOMATIC TRANS AND OFF ROAD DESIGN'S MAGNUM RANGE BOX. THEN IT WAS OFF TO THE TRAILS OF MOAB, UTAH, TO TACKLE THE RED ROCKS DURING EASTER JEEP SAFARI. THE ONLY MAJOR ISSUE ALL WEEK WAS A FRONT DRIVELINE FAILURE. AFTER A HARD WEEK OF WHEELING OUT IN MOAB, WE FOUND A COUPLE OF ISSUES UNDERNEATH THE FRONT OF THE TRUCK. THE FIRST WAS THAT THE SUSPENSION HAD STARTED TO SETTLE. NOW THAT IS VERY COMMON ON A LEAF SPRUNG RIG, ESPECIALLY IF YOU TAKE IT OFF ROAD AND ARTICULATE THE SUSPENSION. THE SPRINGS WILL SETTLE DOWN. THE PROBLEM IS IS OURS SETTLED JUST ENOUGH WHEN WE HAD THE TIRES AT FULL LOCK THEY WERE ACTUALLY STARTING TO CONTACT THE BODY OF THE JEEP AND DAMAGING THESE OUTER LUGS. I WANTED TO PREVENT THAT FROM HAPPENING. THE FIX IS PRETTY SIMPLE. I SIMPLY SWAPPED OUT THE SPRINGS. PULLED OUT THE FOUR INCH LIFT SPRINGS AND REPLACED THEM WITH A SET OF SIX INCH LIFT SPRINGS. JUST GETS THE TRUCK UP NICE AND HIGH. THE PACK IS A LITTLE BIT STIFFER SO IT WON'T SETTLE DOWN AND PREVENTS ANY FURTHER DAMAGE TO THE TIRE. I NEEDED TO PULL THE LEAF SPRINGS OUT ANYWAY TO CHECK THE FRONT SUSPENSION CAUSE I WAS UNSURE AS TO HOW WE BROKE THE UJOINT WHEN WE WERE ON THE TRAIL. ONCE I HAD THE PASSENGER SIDE LEAF OFF IT WAS PRETTY OBVIOUS.

THE STOCK LEAF SPRING PERCH ON THE FORD DANA 60 IS VERY SHORT, AND WHEN YOU ADD LOW GEARS IN YOUR TRANSFER CASE IT CAN CAUSE THE FRONT AXLE TO WRAP. SO I SWAPPED IT OUT FOR ONE OF THESE AFTERMARKET LEAF SPRING PERCHES. THEY'RE JUST A LOT LONGER, PREVENTS THE AXLE FROM WRAPPING WHEN YOU'VE GOT THE TRANSFER CASE IN LOW

GEAR AND WHEN YOU'RE OFF ROAD. AND THEN I WENT AHEAD AND UPGRADED THE YOKE TO A FORGED YOKE, UPGRADED TO UJOINT STRAPS TO SECURE THE DRIVESHAFT IN PLACE TO PREVENT ANY FAILURE IN THE FRONT OF THIS RIG AGAIN. THE REAR AXLE THOUGH I STILL HAVE SOME WORK TO DO.

A KEEN EYE WILL NOTICE A COUPLE OF ITEMS MISSING ON OUR REAR SUSPENSION, AND THOSE ARE

THE SHOCK ABSORBERS. I LOST THE DRIVER'S SIDE PROBABLY AROUND DAY TWO IN MOAB, AND I LOST THE PASSENGER SIDE A COUPLE OF TRAILS LATER.

NOW I'VE WHEELED THE RIG SINCE AND YOU CAN DEFINITELY TELL THERE'S NO SHOCKS ON THE BACK. SO I WANT TO FIX THIS PROBLEM. I THINK WHAT WAS HAPPENING WAS AS THE LEAF SPRING COMPRESSED AND SWUNG BACK ON THE SWING SHACKLE THE BODY OF THE SHOCK JUST BOUND UP ON THE TABS THAT

I WELDED TO THE FRAME. THAT'S WHY THE TABS ACTUALLY RIPPED OFF THAT TUBE.

INSTEAD OF THE WELD BREAKING IT ACTUALLY CAUSED THE METAL TO FAIL.

I JUST NEED TO REDESIGN THAT UPPER MOUNT TO ALLOW FOR A LITTLE BIT MORE ARTICULATION AND THEN THIS WILL BE FIXED. FIRST THE BROKEN TABS ARE REMOVED FROM THE SHOCK. YEP, THAT'S WHERE THE TAB WAS HITTING THE SHOCK. A LENGTH OF INCH AND THREE QUARTER 120 WALL TUBING IS SET IN PLACE TO PROVIDE A STRONGER SHOCK MOUNTING LOCATION. AND A PIECE OF A THREESIXTEENTHS INCH STEEL WILL BECOME A BRACKET THAT ATTACHES IT TO THE FRAME. [ grinder spinning ] [ welder crackling ]

(IAN)>> THE NEW SHOCK TABS ARE TACKED TO THE NEW CROSS TUBE AND THE TUBE IS REMOVED TO BE FINISH WELDED AND PAINTED.

ONCE EVERYTHING IS IN PLACE, WE'VE GOT A NEW, BETTER, STRONGER, COOLER MOUNTING LOCATION FOR OUR REAR SHOCKS.