Can I play too? full-size Dodge, huh? I guess a short bed is considered full size. I bought a S.B. because it was the only size that would fit going down the spiral ramp at the L.A. Music Center underground parking lot (where I played bass trombone in the Philharmonic)
I bought mine new because it had:
1.Cummins HO-CTD. 505 # ft. of torque, 245 neck snapping H.P., 1022 pounds dry. Seems like low numbers now-o-days, but it was a big leap up from the non-HO engine and it's not going to break the following;
2. New Venture NV5600, 6 spd. manual trans. Cast iron case, 360 pounds; no case/shaft deflection here. It has a fairly close ratio and there is almost no time at which I can't select an appropriate gear. With only a 5.63:1 low gear, it's a little tall when towing 10,000 pounds or getting up the CVWR of 19,300 pounds. The old Ford NP435 in my CJ8 has a 6.69:1 low gear and the older Chevy SM420 had a 7.05;1 low gear.
3. NV241HD t-case. It shows as having no more poundage on the twist scale as both the HD and non-HD use the same output bearing, but the HD has a much broader chain to mitigate shock loading you get when using a snow plow.
4.A camper package, which 12 yrs. ago was the defacto SRW 3500 Dodge. Why? It had the secondary pack (over load springs), just like the one ton. Almost every other part was identical between the 2500 and the 3500 except hub spacers on the front axle for the off-set wheels, and a slightly narrower rr axle on the 3500. Engine, brakes, frame, body, drive train; all the same.
5. It was the first time the Dana 80, 35 spine was offered (except with the V-10).
After 146K miles I've had extraordinary luck with this truck (if you ask a Chevy owner). The infamous lift pump went out at 90K mi. and I replaced it with a pusher down on the frame instead of a sucker up on the engine. Also, i installed a fuel pressure idiot light which detects when the pressure gets below 5 pounds. All is well.
6. Ability to drive over poor or doubtful, 3rd world roads for days on end thru endless mud, deep snow, or blow sand. The farther you get away from a stock rig, the more difficult this becomes. Also, the ability to use anyone's diesel fuel. check.
So, what has gone wrong? I'm on my 3rd pair of batteries; one of the interior lights doesn't work; I ripped off the wire to the axle disconnect once; tried several sets of tires, now settled on 33x15.50R16 super singles (on 12" wide wheels) rear and 33x13.50's front. These Mickey Thompson's have worn like iron for me. On my third set of brakes.
So, no trans, clutch, headlights, tailights, axles, drivetrain or engine woes. Really my only complaint is one that is heard often, for good reason, namely the body integrity and fit and finish leaves something to be desired. But, i knew this going in: I was purchasing a Cummins with some vague other parts attached that i had to put up with.
The thing that makes my Dodge an actual Expedition Rig is the Lance Lite camper parked in the bed. We could leave tomorrow and camp out for the next year if we had to or wanted to. In fact next year looks like our best shot at a circumnavigation of the boundaries of the continental U.S.A., counterclockwise, starting on Sept. 1st and returning about New Years, 2015. I was thinking about what makes an actual Expedition Rig an Expedition Rig. Here are some perimeters I came up with;
1. Ability to sleep, eat, camp, and live inside with almost no set up in any climate or season with a modicum of comfort. This means fuel to run a stove, water heater and furnace; this means enough water for both domestic and drinking for at least 10 days. This means some kind of on-board biffy, whether a porta potty or an actual bathroom. This means some kind of shower arrangement whether an outside shower tent or an actual inside shower arrangement. This means some form of food preservation, whether it be a lowly ice chest or an actual refrigerator.
2. At least a 500 mile fuel capacity with what you carry. Besides the 34 gal. tank, I carry two, low-boy diesel/5 gal. jugs along on VERY remote trips. this gets me about 550 miles + or -.
remember the slower you drive with a diesel, the better mpg you get back. The jugs are on an aluminum rack plugged into the Class V hitch with a couple nights of firewood and chains to keep everything from wobbling.
3. Four wheel drive (or more if you have 6WD) with traction aids. i.e. lockers, LSD.
4. A winch and a lot of other recovery equipment. i.e. snatch block; 20 foot, 3" wide strap; 30 foot, 4" wide strap, Cat choker, extra cable with hooks, several 'D' rings, 12' piece of heavy chain with big hooks, 60" hi-lift jack. on-board air.
5. Enough spare parts to plug the dyke, so to speak, like two spare tires, (which i have to do) a lower radiator hose, a serpentine belt, a complete electrical bag with tester and ability to diagnose what's wrong.
Oh, i'll come up with more. Enough for now. Here are a few pix of XTC:
New tires. by Bucky Images, on Flickr
New tires. by Bucky Images, on Flickr
