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Times change, and along with it - the scale of farming. Have you been to a modern farm? It's all but high production, massive volume. Even a 5 ton truck is a bit "hobby-ish" these days, no real farmer uses an SUV to haul stuff. Back when the original Series was made, you could have your "home...

Now this is trying too hard... Kinda like Instagram #Vanlifers showing a half naked girl looking out the back of a Westfalia at a hidden Mexican beach - we know that's less than 0.1% of living / overlanding in a van. Likewise, 0.1% of farmers are going to pick the new Defender to haul hay bales.

Nice! Didn't know you're in BC. My dream lottery overlander would by one our Pacific, built right here in North Van, back when we, you know, built things...

This is very disheartening, and shatters my idea of building an Armada as a cheap man's Patrol overlander. I can't imagine how those tiny diffs are going to stand up the the 400 hp, deep 1st gear ratio, large tires, and high GVW. Wonder if it's possible to swap in the M205 / 235 from the Titan...

The move to auto-shifts is due to the change in trucking culture - gone are owner ops who took pride in their equipment and skill, and in are big corporate funded haul lines (looking at you, Swift) that hire cheap labour. Studies have shown with near-minimum wage fleet drivers, manuals can be...

I believe the PW is one of the most under-rated trucks, it's even more "over built" than a LC (hope you won't take offense as you own both). Post 2014, it uses the same 9.5/11.5 AAM axles as a non-Asin dually, the same 50kis frame (slightly modified for rear coils). Essentially, a platform...

lol, I said beats everything except a 13+ speed Fuller, which do have a better ratio spread than even a Ford 10 spd auto. Of course, in real life even a computer autoshift can't match the shifting speed of a planetary auto. But I get your point, they're more fun and that girl is awesome!

Going to place a bet that my tires will achieve touchdown around 30 psi. Mine are 2" narrower than your 35x12.5s, and we're within a couple hundred lbs of each other. Off topic but amazing how much these modern trucks weigh, and for a good reason, every component is built much tougher than my...

Luckily with modern automatics, poor gear spacing is a past (the Dodge 545RFE / 66RE is the last of them, with gear spacing dating back to a 4 speed). The 8 / 10 speeds on modern trucks beats the best of a manual, save for a 13 / 18 spd Eaton Fuller...

Yes, I read about that on your posts in the past. What I like - it also takes into account how stiff the sidewall is - tires like the Toyo M/T would naturally run at a lower psi than say an LTX. I believe it was you that tried another member's suggestion of airing down to achieve a 25% loss in...

But that was a long time ago (relatively). Technology has advanced far beyond the 350 and 1st gen 5.3 by now. With variable cam phasing, direct injection, higher CR, modern V8s are putting out more power anywhere on the rev band, and far more up high. I have an old 8.0 V10 Dodge, while...

Nicely put. It's like saying I never drive over 75 mph. In a semi, Mog, M35, excellent advice. A Corvette on the freeway? I tried 25 psi on my old Dodge 2500 w/ Bigfoot, 9600 lbs, 265/75r16, I was dangerously close to pinching a tire on rocky terrain. My buddy's 3rd gen 4runner, on 285/76r16...

I'll say this - the risk is probably the same as running 33" - 35" tires, with a 3" lift, on a Tacoma axle, which we frequently do. In both cases we put slightly higher stress on the wheel bearings, axle housing, brakes, control arms, wheel/tires, etc. For some reason may people are okay with...

Legality wise, sure. But then again, your modified van would be just as "illegal". To quote my own thread from 4 years ago:

Not quite apples to apples, but I owned a 100 Series and a buddy has a prev gen Expedition Max. The LC has tougher individual components, like ball joints, control arms, and rear axle. This gives it the durability reputation, few parts fail. However, the overall chassis strength of the Ford is...

Not sure if Jeep did themselves any favours here, if anything it proves the Gladiator Rubicon is NOT Rubicon trail worthy.

Extending the receiver, yes, you're keeping the pin weight constant, but extending it further back, thus creating greater bending moment (about the rear axle as your pivot/fulcrum). Extending the tongue does the OPPOSITE. Your hitch ball is at the exact same location as before - about 8" past...

What's wrong with extending the tongue though? From a physics perspective it's no different than buying a longer trailer to begin with.

The 2nd picture with the F350 (top pic is F450) does NOT show a hitch extender. The trailer tongue itself is extended, which is the proper way to do it. Judging by the angle of the F450, I don't see an extender used either.

So "Defender" has to be defined by the best technology, intended purpose, and social economics of 1948? In year 2485, when we have anti-gravity pods like Star Wars, LR must create a 400 yr old iron-on-gravity solid axle wagon for it to be called "Defender"?