Wednesday, December 4, 2013

1978 Ford Bronco

1978 Ford Bronco - Black Stallion

From:

http://www.fourwheeler.com/features/1312-1978-ford-bronco-black-stallion/

Harry Wagner | Feature Editor

Posted October 21, 2013

The affectionately named Big Broncos were only made for the ’78 and ’79 model years on the heels of Ford’s classic Early Bronco. Big Broncos have created a cult following of their own though, with V-8 engines, strong axles, and excellent suspension, but without the price tag associated with Early Broncos.
Kevin Koehn and his brothers took a Big Bronco and made it even bigger, with 1-ton axles, a stretched wheelbase, and huge 44-inch Pit Bull Rocker tires. The bigger body also provides plenty of room for Kevin and his whole family to get out and hit the trail, whether they are wheeling near their home in British Columbia or taking a road trip to Johnson Valley, where we caught up with him.
Tech Specs
1978 Ford Bronco
Drivetrain
Engine: Ford 302ci V-8
Transmission: NP435 4-speed manual
Transfer case: NP205
Front Axle: Dana 60 with 5.13 Dana 70 gears, RCV 35-spline chromoly axles, ARB Air Locker
Rear Axle: Dana 60, 5.13 gears, Yukon chromoly axleshafts, Yukon spool
Suspension
Springs & Such: Custom 3-link with 6-inch lift coils and 14-inch-travel Bilstein 7100 shocks in front; 6-inch Skyjacker leaf springs and 13-inch-travel Rancho RS9000 shocks in the rear
Tires & Wheels: 44x19.50/16.5 Pit Bull Rockers on recentered Hutchinson Hummer rims with custom rock rings
Steering: Ford steering box tapped for hydraulic-assist steering with 13⁄4x8-inch PSC hydraulic ram, Chevy Astro van power steering pump
Other Stuff: 13⁄4x0.120-wall Koehn Performance and Fabrication rollcage, pipe bumpers with Ramsey 8000 industrial winch, onboard air, custom skidplates

1997 Ford F-250 Size Matters

1997 Ford F-250 - Size Matters

From:

http://www.fourwheeler.com/features/1311-1997-ford-f-250-size-matters/

Chris Hamilton | Art Director/Associate Editor, Mud Life Magazine

Posted November 4, 2013

Photographers: Doug Hale

Listen: Girls. Big trucks. It’s just a way of life. It doesn’t matter how fast or cool-lookin’ your little sports car is when someone like Bobby Hartwell pulls in with his towering ’97 Ford F-250 that rumbles so loud it sets off car alarms across the street. All the girls jump right out of their boyfriends’ silly little exotic cars and run right over to the big-boy toy. They all want a ride, and we’re more than happy to help them up! Of course, this big-ass rig isn’t anywhere near street legal, but that doesn’t quite matter when we’re hanging out in the woods and mud pits with a girl on a crisp Saturday night.
A few years back, Bobby and his buddies Danny Watson and Tim Thweatt decided to get together and build an insane off-road toy to play with on the weekends. The build would be a team project for this crew of off-road junkies. Admittedly it was a lot of hard work and more expensive than they would like to admit, but it paid off. They now have an extremely large and ridiculously loud truck to piss off the neighbors and a machine to party in all weekend.

The 5-ton military axles and gas-powered Ford 460ci big-block help this rig crawl out of anything it sinks into. Oscar at PRD racing bored and stroked the motor with a cobra jet kit, making it a 521ci big-block. A manual valve body Ford C6 transmission was attached to the nearly indestructible 12-inch drop SCS gearbox.The power is transferred to the wheels with a 4.7:1 gear ratio. A full cradle for strength, support, and suspension points was built off the factory framerails. The cradle and frame modifications were designed and fabricated by Heavy Metal Fab in Miami, which added a ton of beefy strength to the Ford chassis.
Once the control arms were cut to length, the bungs were welded on, Heims installed, and the custom Schedule 80 arms were bolted into the four-link brackets. King shocks are used for suspension, and heavy-duty chains help limit axle droop. These guys wanted to go as big as possible while still adhering to DOT towing standards, so 26x25 SoFlo custom wheels and 28Lx26 R2 silver town special service tires were ordered up from SoFlo Tire in Miami. Transporting these tires around isn’t easy, but once they were bolted on and spinning in the mud, it was clear that Danny and Tim made the right choice. This awesome mega truck can be seen above all the other trucks at any given event and will hit the deepest pits other trucks won’t dare to attempt.

Rear pinion caliper brakes were added to stop the truck, and an extra driveline brake is on the way. Moving the radiator to the bed keeps it from clogging up with mud. TruBendz Custom Exhaust reworked the headers for better aspiration—and sound! A B&M transmission cooler was installed so the tranny won’t overheat when it’s plowing through mud all day. The steering is kept under control thanks to a forklift hydraulic strut and an orbital valve.
A few last performance components like heavy-duty sway bars, new axleshafts, and a locker in the rear-end help the truck’s performance in and around the pits. These mud lifers would like to thank Freshcut Landsaping and SoFlo Tires for their help and support.
Specifications
1997 Ford F-250
Owner: Bobby Bj Hartwell, Danny Watson, Tim Thweatt
Engine: Ford 460ci big-block opened up to 560 ci
Transmission: Ford C6
Transfer Case: 12-inch drop SCS gearbox with a 4.7:1 gear ratio
Suspension: 2½-inch DOM parallel 4-link bars, 1¼-inch heims
Axles: 5-ton military
Shocks: 18-inch King coilovers
Tires & Wheels: 28Lx26 R2 Silvertowns on 26x25 SoFlo wheels

How To Kill A Ford Raptor Suspension

How To Kill A Ford Raptor Suspension…

From:

http://www.fourwheeler.com/how-to/suspension-brakes/1312-how-to-kill-a-ford-raptor-suspension/

Suspension/Brakes

Kevin Blumer | Assistant Editor

Posted November 4, 2013

Ford's F-150 is not only one of the most popular trucks of all time, it's one of the most popular vehicles (including cars, trucks, and SUVs) of all time. With so many 2004-and-newer F-150s on the road and in the marketplace, it makes a lot of sense to buy and build an F-150 for the dirt.
Ford's SVT Raptor is based on the F-150 platform, but unlike the standard truck it's an exclusive and pricey machine. The Raptor hit dealer lots during the 2010 model year, so secondhand Raptors aren't exactly plentiful just yet.
In the interest of pinching pennies, we wanted to see how possible it was to snap up a standard F-150, build it, and end up with something roundly superior to a Raptor. Can you kill a Raptor with a standard-issue F-150? We hoped so, but when you break it down feature for feature the Raptor becomes more and more of a bargain. How's that? Ford imbued the Raptor with Off-Road Mode. While Off-Road Mode is engaged, the ABS system is shut off, the AdvanceTrac RSC (roll stability control), and traction control are also completely shut off, giving you total control of your truck in the dirt. Anyone who's tried to stop quickly in the dirt only to have the ABS system kick on and diminish braking power knows ABS can actually be dangerous when you're off-roading.
The Raptor's Off-Road Mode is more than just an off switch for the vehicle's electronic babysitting mechanisms. In this mode, the driver can lock and unlock the Raptor's electronic locking rear differential, which lives inside a special Raptor rear axle that is wider and stronger than a standard F-150 rear axle.

Camburg’s Raptor-length control arms won’t kill a Raptor suspension in terms of travel (since they’re the stock Raptor length) but they’ll kill the stock Raptor control arms in terms of durability. The stock Raptor lower control arms are made from cast aluminum. Since lower control arms often take rock hits, we’d rather have lower control arms made from steel. You can bolt these control arms to a stock F-150 and increase track width as well as suspension travel. Retain four-wheel drive by using a custom Camburg axleshaft and stock CV’s (2004 to ’08) or by using Raptor CV shaft assemblies (’09 and newer). Another ’09-and-newer CV shaft option is to use custom orange-booted RCV shafts.

Not only is the Raptor equipped with a locking rear differential, Raptors 2012 and newer also feature a Torsen limited-slip front differential. Side note: All Raptors are 4x4s. The Raptor's Off-Road Mode, traction-enhancing front and rear differentials, and wider (and stronger) rear axle make the total Raptor package very, very hard to beat in a cost-effective manner. By the time you figure out how to add these features to a standard F-150 and do it in a way that doesn't upset the electronics, you'll save time and sanity by shelling out for a real Raptor.
There is, however, one area where a standard F-150 can completely kill a Raptor: suspension performance. Several suspension systems on the market will fit a standard F-150 and, when installed, create a suspension system much better than a stock Raptor suspension. Because the F-150 and the Raptor share the same front suspension pivot points, suspension that fits an F-150 will also fit a Raptor, and vice versa.
The Raptor's front and rear suspension travel numbers are 11.2 and 12 inches, respectively. Custom Raptor-specific internal bypass shocks are impressive performers and arguably the best dampers ever bolted to a truck at the factory, but they're no match for a 2.5-inch diameter coilover working with either a hydraulic bumpstop or a 2.5 bypass shock. Add in a set of longer, stronger A-arms to your F-150 and you're well beyond the Raptor's 11.2 inches of front suspension travel.

The factory Raptor rear suspension is a similar story: Raptor-specific Fox internal bypass shocks combined with spring-over leaf springs designed to carry loads or tow trailers if need be. Increased rear suspension travel (on a Raptor or an F-150) can be had by using a custom spring-under Deaver leaf pack in concert with long-stroke, 2.5-inch (or larger) diameter bypass shocks connected to a custom bedcage.
Food for thought: Many Raptor owners have realized the limitations of their factory suspensions and swapped them out for longer-travel stuff. You can upgrade a standard F-150 by swapping secondhand Raptor suspension onto it.
What follows is a collection of Raptor-killing suspensions for both two- and four-wheel drive F-150s, model years 2004 and newer. (Even though Ford revised the F-150 for the 2009 model year, many suspension parts will fit all the model years 2004 and newer.) With upgraded suspension on your F-150 you can pass up a Raptor in the rough. Just be careful of your ABS when you hit the brakes.

Step By Step

View Photo Gallery

Camburg’s Raptor-length control arms won’t kill a Raptor suspension in terms of travel (since they’re the stock Raptor length) but they’ll kill the stock Raptor control arms in terms of durability. The stock Raptor lower control arms are made from cast aluminum. Since lower control arms often take rock hits, we’d rather have lower control arms made from steel. You can bolt these control arms to a stock F-150 and increase track width as well as suspension travel. Retain four-wheel drive by using a custom Camburg axleshaft and stock CV’s (2004 to ’08) or by using Raptor CV shaft assemblies (’09 and newer). Another ’09-and-newer CV shaft option is to use custom orange-booted RCV shafts.
JD Fabrication makes long-travel suspension kits for both two- and four-wheel drive F-150s. This red 4x4 model was given a full ’cage and a full leather interior to complement the suspension performance.
The replacement upper and lower control arms increase track width by 4 inches per side. Up to 14 inches of wheel travel are possible, and you can run up to 37-inch tires as long as you also run wider fiberglass front fenders. JD’s F-150 long-travel system uses billet aluminum control arms where they belong: on top.
KMC’s 2007 F-150 uses a Camburg 2WD race kit to soak up the rough and complement its XD 123 Bully beadlock wheels.
The Camburg system includes upper and lower control arms, as well as custom-fabricated steering knuckles (a.k.a. spindles) that incorporate added lift height that increases ground clearance. Without needing to worry about CV joint life as you would with a 4x4 you can go for more suspension travel. This kit delivers up to 18 inches of wheel travel.
This simple combination of spring-over Deaver leaf packs and Bilstein bypass shocks works quite well, and was easier and quicker to install than a spring-under conversion. Spring-under provides more bump travel and less axle wrap compared to spring-over. Spring-under or spring-over, Deaver can create the leaf pack you need. Custom leaf packs and long-stroke shocks can provide around 19 inches of travel.
Rear suspension travel is easy to increase as long as you’re willing to sacrifice bed space. You don’t have to give up the whole bed the way KMC did, but at the very least you’ll need to run a simple bedcage to provide upper mounts for through-the-bed shocks. If you insist on keeping your entire bed floor intact you can, but you’ll need cantilever-activated shocks to achieve true long travel. Cantilever shock systems can take lots of R&D to work properly, which is why almost everyone goes for a bedcage and simple shock mounting.
Brenthel’s 2WD long-travel kit is seen on the Bink Designs F-150 in this story’s lead photo. The Brenthel long-travel system cycles 18 inches and increases track width by 5 inches per side.
A fully fabricated steering knuckle replaces the stock item, and the upper and lower control arms are both made using boxed plate.
Big travel and 4x4 can play nice together if you’re using an HNM Racing Design long-travel suspension. This kit uses fully fabricated upper and lower control arms and a fabricated steering knuckle. The factory coilover bucket must be deleted in order to mount the long-stroke shocks that maximize wheel travel.
As such, the upper control arm mounts (which are tied into the factory coilover bucket) are re-created from scratch. This particular truck is a real Raptor that was built in stages after the owner realized he wanted more performance than the stock Raptor could deliver.
When you’re going with longer control arms and bigger tires, the stock fenders have to go. You need the extra tire coverage and larger wheel openings that only off-road fiberglass can deliver. The one-piece clips shown here are from Fiberwerx. Bink’s F-150 uses an 2009 conversion clip.
While the HM Racing Designs-built Raptor appropriately uses Raptor ’glass that’s wider than stock.
Our favorite mounting method for a one-piece clip is with hinges, so the clip can tilt forward instead of needing to be lifted off by two or more people. In our biased (yet informed) opinion, one-person engine access is a must.
Big tires put big stress on CV joints. RCV CV shaft assemblies allow more angle than stock, are stronger than stock, and can be ordered in stock or wider-than-stock configurations. They’re available for 2009-and-newer F-150s or ’10-and-newer Raptors. They’re available directly from RCV or through Camburg.

Tuesday, December 3, 2013

Blogging Vs Facebook

Article From :

http://www.j6design.com.au/ClientArea/BlogvsFacebook

This infographic compares business blogging with Facebook and builds a case as to why blogging is the better marketing strategy. Here are 10 reasons why business blogging is better than Facebook...

Facebook vs blogging - 10 reasons why business blogging is better than Facebook

Our summary: Facebook is a place to share quick updates/links to your blog or products. Your blog is where you publish well-planned, thoughtful posts on topics that interest your audience.

Blogging is great for business. Your blog should be supported by social media such as Facebook and Twitter. Many businesses fail at social media because they forget that it is just a way to quickly connect with your audience and encourage them to visit your website for more information. The goal is not to have 1000s of Facebook fans... but 1000s of sales.

89% customers go to a company website when making purchasing decision

Research from social

marketing firm Get Satisfaction shows that despite the heavy investment on Facebook, consumers still visit a companies’ websites more often, and would rather be introduced to a company through friends, not ads. When customers wanted information to make a purchasing decision, 89% went straight to the company’s website; 21% percent used a social network. Get Satisfaction CEO Wendy Lea summed up the findings in a press release:

"It’s clear that companies aren’t getting the results they need from investing in social media. Consumers don’t just want to be broadcasted to... Getting results from social media is about relevant interactions throughout the customer life cycle."

Facebook vs Blog 10 Reasons Business Blogging is Better than Facebook [Infographic]

Number 10 - Stability

No changes frustrating to deal with - the changes on Facebook are fast and furious and you can go crazy. But your blog is self hosted, stable, consistent and reliable.

Number 9 - Bigger payoff

Facebook marketing is an investment in risky and uncertain, if done correctly, the time spent on your own blog ALWAYS pays off.

Number - 8 SEO

If done correctly, blogging will improve your search ranking on Google through optimization of in-bound links and keywords. Facebook does not help your search positioning.

Number 7 - Longer shelf life

The articles of your blog have a longer shelf life because it will still be able to found for months or years vis Google, links and internal search. Facebook updates only last a few days at the most.

Number 6 - Source of News

Facebook decides who will see your updates, but on your blog anyone and EVERYONE can see its contents.

Number 5 - Content Hub

A blog is the hub of your content and where you start your thought leadership. Facebook only helps distribute / promote their content.

Number 4 - Offer more value

Facebook Fans will only "Like" your brand if they think you have something of value to offer such as discounts and free products. But on your blog you can offer more value by providing helpful tips, advice, counseling, industry news, discounts, freebies and showing new things.

Number 3 - More clicks

A compelling link in your blog is likely to attract a click, while a link to your Facebook page will be ignored.

Number 2 - Reach multiple audiences

This includes RSS, email, site visitors and ALL social networks. On Facebook you will only reach a portion of the people who "like" your page.

And the number 1 reason why a blog is better than Facebook:

CONTROL. You get what you want.

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