We're still waiting on the replacement front axle which is supposed to show up on Wednesday but we managed a bit more more work on the other end that I can catch up on now.
Now that is a torque wench! Wrench! Sorry, yes,
wrench... So easy to get them mixed up. MG mentioned what it was for and now I've forgotten but maybe Josh or MG can remind me.
Just to be sure MG measures up the new Sterling axle. Bigger brakes and a locking rear diff are the reasons I decided to go with it and it also happened to match the ratio of the front axle we'd found at 3.73 but I don't know that the new front is the same although I'm sure MG took that into consideration.
Before the axle can be fitted the rear springs are installed. Josh is preparing the custom U-bolts and plates to test fit the axle. It's nice to see how detail oriented Josh is about cleaning and painting any exposed steel. I wish I could go in and clean up the rust on the frame but it's pretty minor surface rust and I can deal with that when I install the flares down the road.
Probably the most difficult thing for me to decide on was the wheels and tires. I knew that life would be easier if I went with 33's and a 4" lift but if you're going to drop $$$ into a 4x4 van you really don't want to have regrets. I would spend hours looking at vans until I could see a photo and tell you the tire size instantly. 35's just looked right and I knew those stock Ford rims with 33's would disappoint me. I also loved the look of the aggressive mud tires but I knew that they wouldn't be suited to the terrain we plan on visiting or to the fact that the van will nonetheless live mostly on pavement. So the BF Goodrich A/T KO2's are a standard. I've owned a few sets before and they were always stellar and lasted a long time. Most of what we're going to do is driving on the beach and in the mountains in snow. These tires will do that very well based on previous experience.
Anyway, the wheels and tires I chose are now put on the rear axle so we can set that in for positioning.
The van is lifted up to clear the wheels and the axle is rolled into place.
The previous spring perches were ground off and new ones made and placed under the springs. It seems a bit crazy to me that this is basically the same suspension as was used in covered wagons. It's either a brilliantly simple idea that has stood the test of time or it's a hopelessly primitive solution that's never gotten better. Or maybe it's neither. Not sure.
I'm torn on if the letters should be white in or out. I guess I'll try this for now. Regardless that is a serious axle and *** end.
We need to get the front axle before we can lower the van's full weight onto the axle and set the angle of the driveshaft. Right now the spring perches aren't locked in so that we can "aim" the rear diff to the transfer case in a straight line. That extends the life of your u-joints. It also looks like the wheel is too far forward but the wheel moves in an arc from the transfer case so it will go farther back as it compresses.
At this point I'm a bit incredulous as to how tall the van is. A million photos on the internet does not convey the height of this van at the moment. Josh laughs and says it will actually be this tall and MG keeps saying, "No, it will settle a few inches" and I am just excited and nervous not sure either way. One thing for sure is that after a year of thinking about this it's actually happening. That's pretty exciting!
Gregor
