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Seasoned...
Joined: Sat Oct 21st, 2017
Location: Near The Pointy End , USA
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Going to enjoy the Flip-Pac for 2 more upcoming trail runs; one longer 10 day run and another a few weeks later of a 3-4 day run. After which I will be removing and setting aside the Flip-Pac to do some modifications and improvement based resto-work on it to plan out another 93/94 Ranger build, this time around on a Super-Cab build for the Flip-Pac which has been a long time 2 Diner-napkins of a plan.
I just joined a 7 month lead time for the newest of major updates and probably the most costly outside of buying a project vehicle itself, at least for me, * back to this in a moment. There is a lot to catch up on and get done
First, needing to get back on track with the 4WD frame, finish some design change welding work for a rear mounted winch and get that out to powder coating rather than just rattle can painting it. Its completely rust free so i am going to take advantage of that and protect the frame further for another 29 years hopefully. But without this done I can't get everything else done at all.
Sourcing all of the hard-lines for replacement brake lines on the frame resto, I contemplated scaling up to a .25" (1/4") line in replacement of the 0.1875" (3/16") stock lines, but despite more fluid volume, its said there is near no pressure difference that would increase pressure or reaction and unnecessary for anything less than a 6 pot caliper. It was also said that the 0.1875" (3/16") releases the pressure faster for retraction of the brakes on calipers and that may be a better reaction need. Same with fuel lines in preparation for a proto-typed extended fuel tank that might be modified from a Australian Ford Courier as a base. What makes a difference is the reality of the two engine options. I may just S/C the 4.0 with some internal mods, or if there is enough in the budget left.. I want to slap a 4BTa in it, that was always the original desire, problem is everyone selling one acts like they're sleeved with palladium and with solid gold valve covers.. and it was paw-paw's favorite motor.
Additionally the current wiring system for all AUX will be stripped out, completely from front to back with some components that will be reused but essentially its going all Redarc control/monitoring. So all the new AUX battery wiring, rear mounted winch wiring, as well as all other AUX wiring for additional features will be re-mapped out and actual plug & play harnesses will be made.
The build plan, restaurant napkin style:
I am finally choosing to replace the 28 spline 8.8 3.73 Limited-Slip rear end. Opting for a completely worked over 31 spline 8.8 build. Not looking for the disc rear brakes necessarily, I am looking at the fact the axle handles an additional 675-750 lbs of payload capacity more-so over its littler brother 28 spline (8.8) in the current setup.;
- Replacement shafts - (Any open advice on the C-Clip mod on the rear end?)
- All new seals and bearings
- 4.88 gears
- Selectable locker [still debating on E / Air-locker based on front options matching the rear]
- Axle Truss & gusset brace kit
- Custom rear leafs complimented w/2.0 External reservoir shocks, w/adjustable settings (sandbagging the brand options for now)
Front TTB I am debating staying with the Dana 35,.. still researching other options like seeking out a Dana 44 setup from a 70's Bronco and working that over to match the rear. Even if that meant skipping the Dana 35 altogether and just going to the Dana 44 option with the aforementioned setup.
- Dana 35/44 cut and turned beams (4") for a Mid-travel setup w/knuckle swap from a Dana 44
- Differential skid plate
- Matching the rear with front 4.88 gears
- Debating on just doing a front LSD or finding a matching if possible complimenting selectable locker to the rear; i.e. Eaton, ARB, Tru-Trac
- 4" Lift springs, also complimented with 2.0 External reservoir shocks, w/adjustable settings
- Upgraded pitman arm and linkage
Brakes
- Fronts will be a custom set Big Brake kit 12" slotted rotors, 4-6 piston calipers, and re-use of existing SS soft lines, Ill be keeping with a 17" wheel, maybe a 16" if I can find the wheel I want in that size.
- Rears will be all new drums w/Heavy-Duty upgraded shoes, wheel cylinders, and if I can find a set of rear SS soft lines. If the rear axle is from a 95+, I will find a better rotor/pads, upgrade the caliper as well the rear soft lines to SS lines.
At this point, the rolling chassis of the Ranger should be what "I want" to consider "near-bullet-proof", anything more I may as well convert it into an MRAP. For everything I have done over the years, I've not had any problems or too many limitations yet with what I have done, but I wouldn't say I have not totally tested the Ranger on every technical trail/popular overland destinations either. The new goal is to increase reliability, strength with more durability in mind, some track width for more stability (4") wider, and remove the 2" Body lift and doing a full 4" lift over the current 2" lift which is not going to do what I want let alone need.
There is a lot already to catch up on, source, order, pay for, and then install.. More in the next post.
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"Be never first, never last and never noticed." - Unknown
"The slave is held most securely when he is held by the chains of his own will and of his own fears, and when he is locked down by his own slavish desires for a comfortable life." - Michael Bunker
"Mundus vult decipi, ergo decipiatur" - ~ attributed to Petronius (Gaius Petronius Arbiter (ca. 27–66 AD))
Roman courtier during the reign of Nero.
"Those who expect to reap the blessings of freedom, must, like men, undergo the fatigue of supporting it." - Thomas Paine
~ Undrstm8ed Truckumentry Write Up Pg.
~ Undrstm8ed Trailermentry Write Up Pg.
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