Sterling 10.25

[Will]

I said it doesn't matter. A Ranger only has a 1,000 or 1,500# payload. If it were dense enough to be right against the cab with the CG of the load 10" away, about 1/5 would go on the front axle. With a 1,000# load that's 200#. Since you don't generally load like that you would not even see that much. The Ranger axle has enough juice for that. If you put a flatbed and drop a cube of CMUs on the bed, you would need the load centered--just as you would do on an F350 with a flatbed.

How am I contradicting myself? I'm not putting a micrometer on this.

 

[Loanranger]

If you weigh your truck you will see that the front axle when the truck is empty is pretty close to the axle maximum weight rating. The front of my truck weighs 3,400# and the rear is 2,800#--the front axle rating is 3,800# and the rear is 6,084# (which is governed by tire capacity as each tire is rated at 3,042#). Considering it is a crewcab, with the passengers filling the seats the front end will be at 3,800# without putting anything at all in the bed.

His argument being that increasing the rear axle capacity requires an increase in front axle capacity. It doesn't. If you throw some junk in the bed of your truck, no, there's no danger you will overload the front axle. If you put a 500# engine/transmission and strap it right up against the forward wall of the bed about 400# is going to the rear axle and 100# to the front.

Your top quote here states that your front axle is already maxed out, and then you are going to add 100 pounds to this.

If you just dump it in the middle of the bed you will have almost no weight added to the front at all--a couple tens of pounds.

My point here is that sometimes it's not an option to balance the weight of the load over the rear axle due to the fact that the ranger bed is only so long. This is why I used the example of an engine and trans combo, and who's to say it's not a powerstroke and tranny which weighs more than 500 pounds.

I said it doesn't matter. A Ranger only has a 1,000 or 1,500# payload. If it were dense enough to be right against the cab with the CG of the load 10" away, about 1/5 would go on the front axle. With a 1,000# load that's 200#. Since you don't generally load like that you would not even see that much. The Ranger axle has enough juice for that. If you put a flatbed and drop a cube of CMUs on the bed, you would need the load centered--just as you would do on an F350 with a flatbed.

How am I contradicting myself? I'm not putting a micrometer on this.

I'm only trying to get the point across, that if hauling anything that would make using a sterling axle nessecary, that the front should be upgraded also. Why do you think they don't put the same front axle in the F150 as they do in the f550? It is only common sense that any weight biased to the front of the rear axle is going to add weight to the front axle, just as any weight biased to the rear of the rear axle is going to remove weight from the front axle. And like I said before, sometimes it's just not possible to center the weight of the load over the rear axle precisely.

 

[Woods-Rider]

There's a science about this called statistics?

lol, he said statics, not statistics. just thought i would clear that up.

 

[95XL]

Wow, I don't get on here for a whole weekend and the whole place falls apart. lol.

Wow, a lot of stuff was brought up by people, where should I start?

I guess I'll start by talking about the unsprung wieght/spring hanger subject. I understand that obviously there is going to be more unsprung weight, there isn't really any way to fix that, besides not doing the axle swap, which I'm pretty much dead set on now. As far as breaking the spring mounts/cracking springs. I did the chevy spring swap last summer, and I replaced all of the spring hangers with new ones when I did it, and I'm pretty sure the chevy springs wont crack. If so, I'll just buy some chevy 2500 spring packs, they're the same length as the 1500's.

As far as load centering etc... I'm not really worried about load centering and everything.

I think I need to say thanks to everyone who understands where I'm coming from by doing this.

This thread has strayed way off topic, all I really wanted to know is if my master cylinder would be able to handle the massive breaks on the 10.25, and what to do with the ABS and Speed Sensor Plug, it's funny how such a couple small questions could explode into this. lol.


BTW, I added pics of the rims mounted on the ranger in the Project Apple Bottom Thread, I suggest everyone goes and checks them out!

 

[Dishtowel]

lol, he said statics, not statistics. just thought i would clear that up.

thanks, yes, Statics,(the study of bodies & loading at rest) the little brother to Dynamics (the study of bodies & loading in motion)

wise guy, lol, jj

 

[95XL]

I was just thinking about the spring rates and such, having the added unsprung weight of the 10.25. Would adding the Monroe Load Adjusting shocks help at all with this application? (The Monroe shocks that are like coil-overs, but are meant to be like a helper spring).

 

[Will]

Damn, I forgot about this thread. I can't remember what side of this argument I was on.

That's a great junior college textbook, by the way. I think I have that one.

 

[JohnnyU]

This is no different than someone swapping in 1-ton axles with the Ranger frame or leaf springs with intentions of running 40's, I'm not sure why anyone would think differently?

I think this is a killer project, as I stated in your build thread. Instead of running the drum brakes, you may want to check one of the tech pages on Pirate4x4 for a disc brake conversion.

There are a few simple things you need to take into consideration with the hydraulic braking system, mainly diameter and stroke of the master cylinder, as well as diameter and stroke of the wheel cylinders. Essentially, you're worried about fluid volume displaced by the master cylinder vs. fluid volume required to actuate the wheel cylinders to provide sufficient braking.

 

[canyoncritter]

for the speed senor, you can always mount it off the drive shaft.

there a few people making them,pm me and Ill dig up the info if it will help

 

[95XL]

Well, I finally made it to the junkyard to pull the axle. But I didn't end up with a 10.25. I ended up with a full-float Dana 60 out of an E-350. It's got 3.54 gears in it right now, so I need to re-gear down to 4.10's. I was searching for gears, and apparently there is a carrier split between 4.56's and 4.10's, meaning if you have 4.10's or numerically lower gears currently (4.10's - 3.54's), and you want to re-gear to something 4.56 or numerically higher, you need to buy a new carrier for the 4.56 and higher gears. Luckily I'm only running 4.10's, so I shouldn't need a new carrier.

Now I just need to fab up some shock mounts and spring perches.

 

[JohnnyU]

Try Dan at www.ruffstuffspecialties.com That's where I bought my shock tabs, perches, u-bolts and plates, for a good price too.

 

[95XL]

Thanks for the link. But I think I can find them lacally for a little cheaper, and I wont have to pay shipping. I'm also going down to Carlisle, PA. for an all ford show, so I'm going to be keeping my eyes open for some while I'm down there.

I think I'm going to lay off this project for a while, I'm probably going to be buying a new truck before sinking any more $$ into my Ranger.