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that's theory versus practicality - it's different. you'd have to use a dividing valve, which is close, but not absolute. first of all, you can't do it with cylinders in series. this requires one cylinder to actuate fully before the other actuates, based on pressure differential. this also...

this is not true - there is no way in ensuring that the two circuits stay true to each other without a mechanical linkage.

Jesse, imagine two front axles configured exactly like they would be in a front configuration, complete with pitman (or 'steering') arms. instead of a drag link connecting the pitman arm to the steering box, you would link the two pitman arms together. this would ensure that the rears stay...

i winched alone last weekend. but, because i had no one else with me, i took several extra precautions. basically, i shut the truck down every time i had to get out of the cab. i did this to verify PTO trans engagement/disengagement and to unlock disengage the winch drum. also, the load was...

the truck is going down for the engine swap this weekend. i've already picked up the hyd motor and stand. while i was under there mocking it up, i believe it will just clear the cross member because the stand has a portion of it machined off - this is an A3 stand, but i believe any...

7 1/2" U-joint CL to U-joint CL, installed.

my truck started doing that recently as well and it has not been in a 'storage' condition. try raising the idle a little by adjusting the throttle stop. i try to keep my idle at 800-850 rpm.

i think you should re-visit this option. an engine swap to a 6CTA or DT466 would give you great rpm range potential, and more power to boot (if you'd like). the 6CTA can be run up to about 3200 safely, and the '466 higher than that. either way, the stock 'high-idle' governor springs will...

you said 'VE' engine, so that's why i asked for clarification. and you've made it abundantly clear that we have no ability to disagree, let alone argue, with you due to your knowledge and experience. good luck with your project.

so you're saying your 1st gen 6bt is rated at 150hp @ 2200 and 470ft-lb at 1300 rpm? what CPL is it?

btw - i can't believe i haven't posted in this thread earlier? to those naysayers that can only speculate: my truck drives great at highway speeds. [thumbzup]

hydro-boost: F550 master cylinder, brake booster, and calipers all the way around. 15.365" front rotors and 14" rears. Steve at Differential Engineering. already have the MC/BB, should have the caliper/rotor kits next week.

sounds exciting - let us (or me at least) know what develops. i'll be keeping my PSC system when i do the repower in a couple weeks. but since i'm introducing hydro-boost to the circuit i'll be upgrading to a larger capacity gear-driven pump that will put out more flow at all rpms and higher...

wow - looks like a servo-driven worm rod. crazy, but i see no reason that it couldn't/wouldn't/shouldn't work. servo capability and reliability is increasing about as fast as memory chips. talk about true 'drive-by-wire'...

Jesse, i think what you are refering to is similar to a 'velocity fuse' that is used in industrial hydraulic applications such as on machines. my understanding is that when the fluid exceeds a specific fluid velocity, the fuse closes. this is used to prevent whipping hoses and fluid injection...

i made that statement based on the $850 Craigslist posting in this thread. but beyond that price, i agree with you that PTO winch prices can [easily] beat the electric winch price.

with Gringeltaube's destructive testing of OEM winch shear pins he achieved a consistant shear strength of ~250ft-lbs - this gives the calculated line pull of 13,800lbs at full drum and over 20k at bare drum (single line). put a snatch block on and you've got 40k lbs of pulling force at 100'...

i agree. especially since it says "Bomb and Torpedo Skid MK. 6" on the tag in pic 6.

i will have one in about 3 weeks.

my question is why pull the engine out and replace it w/ one that has half of the power and less than adequate reliability?