Apparently you don’t run a red tractor.
Yes I understand you want to protect your investment, however that doesn’t mean the investment was a good one and heaven forbid future competitors and several of your peers want to make a wise investment in their future.
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Dyno results have proven the aftermarket block to improve horsepower and reliability as block splitting is also now a concern in the 4.1 class. It also paved the way for harnessing future power gains which are inevitable. These future power gains are will again compromise the integrity of the Chassis. I would never call you a liar, just maybe a little naive or unwilling to visualize what the f
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So Bud, should a limited class be allowed an aftermarket block?
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Hey Lewis, how much money has been spent on the top running llss's?
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Weight breaks stuff
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Jake, I guess I see this differently so I’ll explain further.
I don’t see the 4.1 class as a growing class. If anything it appears to be on a down trend. So let’s say for discussions sake someone wanted to build a new tractor to run in the 4.1 class. Let’s say that a cast option and a component option were available from a vendor and the cost difference was 10k. Each chassis being of equal
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QuoteJake Morgan
Component chassis measurements are from the back of the engine block. A BBJD engine block is longer so the front will still be further forward in a component chassis (thus the center of gravity for the engine block will still be further forward in a BBJD component chassis).
Weight distribution is still a function of moveable weight (thus overall weight). It seems like the ar
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Weight distribution for sure. Weight loss is more of a bbjd issue. Engine location for a sbjd vs a bbjd is an advantage for bbjd. Component rule moves bbjd back to same front of engine location as sbjd therefore leveling playing field. Case rear ends are a challenge to keep together at this level, obviously the power plant isn’t a deterrent to running a case at this level.
Money would be
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Jake did you not read the 10k less invested? Did you see the level the playing field? Did you know the engine location was evened out also? What about a Case rearend?
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CP, this is precisely what I was referring to in my previous post
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This is a testament to how little forward thinking was done when classes such as this are born. It’s also a testament to the effectiveness of turbocharger inlet restrictions and the determination of the turbo builders to thwart them, hats off to them they have done some impressive work.
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Gearing is dependent upon power and torque
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Do you have any idea what your engine is capable of?
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Might be able to find you a used billet crank. What are you using it for?
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Do you run a 3x3 on this head puller?
To the op, are you open rpm or limited? Cooler or no cooler?
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In short it reduces torque
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QuoteLSS Fan
Are there currently any diesel supers larger than 540? Boxler and Smoke and Mirrors were at one point I believe? Kind of guessed Ross was as well, guess not.
So a cooler will offset .4” of inlet area and 60 cubic inches?
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How come a 410 can’t run a 3.4”?
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QuoteTomah winner
I agree. If you don't like it, we don't care, go pull a different class with a different association. We are not going to change the rules just because 10 out of over 100,000 people think we should. Besides, we could still kick the @#$%& out of a hot farm with 20.8s. We have a lot more horsepower and torque. Also, driving experience matters.
Before you make blanket
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Agreed with dairy blend. If you end up deciding you have to have something else go with studs. Extreme studs is an economic alternative if you go that route
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Quotecurious
Is this 3 over still with a 706 r&p or the slower 1066 r&p. Would it be better to have a 1 under with the 706
Fella’s there isn’t a blanket answer for this. It all depends on the rest of your setup. One setup will need geared different from another.
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Direct to 3 over is a common setup for that class with a stock style transmission
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Quoteupgrading
How many use a 18:1 gear in the 8500? I would have to get rid of my 22:1 and not sure which one would be more likely to use
What gear everyone else runs shouldn’t be your concern, what gear you can effectively turn should be your focus
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Well I said I wasn't going to post anymore on the subject but I feel maybe some perspective in to my side is in order.
I placed an ad on the for sale page for some used ford parts in the summer of 2017 and Mr Ford called to inquire about them. We discussed them and his plans as he was gathering parts to build a tractor to run in his area of New York. He stated that upon gathering the pa
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Believe it or not there is always 2 sides to a story. Yes there were 2 contracts sent by myself. Hopefully most would conclude that I wouldn’t choose to contest this without good reason. There is a court date set for July 20th. It’s a matter of public record so whoever is bored can check it out and follow along. Sorry to clutter up the board with this gibberish. That’s all I’m going to post
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Sometimes things defy what one person deems logic. On another note as it is currently not a legal option it’s kind of a he said she said discussion. Maybe one day it will be a legal option and you will see what I mean. Until then you can be right and I completely agree that a good lss has more power than a pro.
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If they can’t effectively hook their power at 10000 what makes you think it will hook at 62?
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“Sense”. Give it a whirl then
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Can’t get them to hook at 10000, dropping 3800 lbs and adding 30.5’s won’t make that better imo
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It would be a disaster of epic proportions
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