Sparksalot
Elite Member
What head unit do you have?
Building the SS(V) TrailHoe
- Thread starter Bill 1960
- Start date
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It’s the Pioneer in my sig, turn your phone sideways to see it. One of many things I’ve learned on this forum!
We have wandered over into UT. Spent some time today exploring a slot canyon. This landscape makes me feel small.
The Hoe is turning out to be a decent rock crawler for a big fat girl. Traversed some relatively gnarly stuff today with minimal difficulty because the approach, break over, and departure angles are so high.
Hopefully one day I’ll get some pictures on one of the more challenging spots, but it’s hard to drive it AND play photographer.
The Hoe is turning out to be a decent rock crawler for a big fat girl. Traversed some relatively gnarly stuff today with minimal difficulty because the approach, break over, and departure angles are so high.
Hopefully one day I’ll get some pictures on one of the more challenging spots, but it’s hard to drive it AND play photographer.
A little maintenance today: replaced a faulty wheel speed sensor LR. Forecast is for rain so I might need traction control if the dust turns to mud around here.
Also cleaned out the vent caps for differentials and the fuel tank vent valve. These are poorly placed and will accumulate mud and clog the caps. Front diff is on the LF coil tower. Rear vents are behind the fuel filler where the rear tire sprays mud all over them. Lately I’ve had difficulty filling the tank and getting a code for fuel tank vent valve malfunction, hopefully this will correct that.
Relocating all those vents is on my to-do list when I’m home again.
Also cleaned out the vent caps for differentials and the fuel tank vent valve. These are poorly placed and will accumulate mud and clog the caps. Front diff is on the LF coil tower. Rear vents are behind the fuel filler where the rear tire sprays mud all over them. Lately I’ve had difficulty filling the tank and getting a code for fuel tank vent valve malfunction, hopefully this will correct that.
Relocating all those vents is on my to-do list when I’m home again.
RooTBeeRthe1st
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I've had my rear diff breather hose pop off a few times. I need to buy some hose and replace/extend all of them one of these days.
Forgot to mention some other maintenance yesterday; air filters.
The engine air filter was not very dirty, despite months of dirt road operation. I was concerned that the alterations to the front would let more dust into the front fender where it draws air, but that doesn’t seem to be the case. Air intake is stock. Put in a new filter anyway.
The cabin air filter OTOH was really dirty and after a new one the air flow to the dash vents is much improved.
I can only conclude the inside of the truck must be dirtier than the outside.
The engine air filter was not very dirty, despite months of dirt road operation. I was concerned that the alterations to the front would let more dust into the front fender where it draws air, but that doesn’t seem to be the case. Air intake is stock. Put in a new filter anyway.
The cabin air filter OTOH was really dirty and after a new one the air flow to the dash vents is much improved.
I can only conclude the inside of the truck must be dirtier than the outside.
I knew eventually the extra width would be an issue, and today I turned back from trail with a squeeze between a boulder on the right and a washout on the left. Just couldn’t make it, the LF was sliding down into the wash.
And there’s the atrocious mud tossing when it’s wet.
I do have some ideas, specifically when I get back home, I may fabricate a lowered set of frame mounts for the UCA and for the steering rack, and drop them 4”. Then I could toss out the wider lift spindles and their CV spacers, and reinstall OEM spindles. Essentially returning to all stock front geometry, but with 4” of lift. And the ability to return to OEM offset wheels, which will reduce track width as well and get the tires back under the fenders.
It’s either that, or get a “Wide Load” banner and drape on her ass.
And there’s the atrocious mud tossing when it’s wet.
I do have some ideas, specifically when I get back home, I may fabricate a lowered set of frame mounts for the UCA and for the steering rack, and drop them 4”. Then I could toss out the wider lift spindles and their CV spacers, and reinstall OEM spindles. Essentially returning to all stock front geometry, but with 4” of lift. And the ability to return to OEM offset wheels, which will reduce track width as well and get the tires back under the fenders.
It’s either that, or get a “Wide Load” banner and drape on her ass.
Yesterday we did 25 miles of relentless rough track with a barrage of rocks and ruts. Which finally inspired me to test the ride difference with the front swaybar disconnected.
Much better. It significantly reduced the harshness of the sideways rolling when she encounters uneven terrain.
After several drives on asphalt I can feel the difference, but it’s not enough to make me want to reconnect it any time soon. After all, this is NOT a vehicle set up for high - G cornering!
Much better. It significantly reduced the harshness of the sideways rolling when she encounters uneven terrain.
After several drives on asphalt I can feel the difference, but it’s not enough to make me want to reconnect it any time soon. After all, this is NOT a vehicle set up for high - G cornering!
Yesterday we drove up what is reputed to be the toughest 4x4 trail in the area (Silverton CO). Lots of ruts, boulders, and steep climbing off camber with loose shale. Nasty. It took everything the old girl had, but she did it.
I was somewhat nervous about axle shafts, CVs, and the G80, but no carnage. I don’t like spinning big tires on rock, that’s how stuff gets destroyed.
We were crossed up enough times and tippy that I can say the weight distribution front to rear is about a perfect 50/50.
I was somewhat nervous about axle shafts, CVs, and the G80, but no carnage. I don’t like spinning big tires on rock, that’s how stuff gets destroyed.
We were crossed up enough times and tippy that I can say the weight distribution front to rear is about a perfect 50/50.
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RooTBeeRthe1st
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Yeah, with the amount of junk I usually have in the back of mine it actually handles pretty darn good on the road and seems very predictable off-road.
The weight distribution on these actually seems pretty good.
The weight distribution on these actually seems pretty good.
I told myself I was going to simplify my load that I carry around, however more days than not I’m airing down for the rocks and then airing up again at the end of the trail.
So, I made myself another spider. This way I can inflate or deflate all four at once. Time to air up with the compressor is about 10 minutes. If I use the CO2 bottle I can air up all 4 in 50 seconds flat. After connecting the hoses of course; I’m NOT a NASCAR pit crew.
So, I made myself another spider. This way I can inflate or deflate all four at once. Time to air up with the compressor is about 10 minutes. If I use the CO2 bottle I can air up all 4 in 50 seconds flat. After connecting the hoses of course; I’m NOT a NASCAR pit crew.
Sparksalot
Elite Member
Which compressor are you using? I’ve got a Viair 88P and do them individually.
I have a Viair 400 series. After 15+ years I think it’s slowing down, I may see if they sell a refresh kit for it this winter.
PatDTN
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Somebody must make a central inflation setup that can be adapted to our trucks.
Navigated some long shelf road sections in CO today.
Stopped for lunch at this spot with nothing but high peaks in all directions, and came to a kind of bittersweet decision. This will be the Tahoe’s last trip with us out to places like this.
One of my goals this summer was to assess the build and decide whether to proceed with more mods, or move on. The Hoe may stay in the fleet and stay closer to home, but the potential consequences of mechanical failure in an area like this are just too severe. So I’ll be getting something new or newer for future exploring.
For the kind of places we like to go, it just makes sense to stay in the sweet spot of a machine’s reliability, which is neither the first 90 days nor 13 years+ of age.
Stopped for lunch at this spot with nothing but high peaks in all directions, and came to a kind of bittersweet decision. This will be the Tahoe’s last trip with us out to places like this.
One of my goals this summer was to assess the build and decide whether to proceed with more mods, or move on. The Hoe may stay in the fleet and stay closer to home, but the potential consequences of mechanical failure in an area like this are just too severe. So I’ll be getting something new or newer for future exploring.
For the kind of places we like to go, it just makes sense to stay in the sweet spot of a machine’s reliability, which is neither the first 90 days nor 13 years+ of age.
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PatDTN
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Or do what my friends do and travel with several other similar minded rigs.
RooTBeeRthe1st
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That's unfortunate to hear, but I definitely understand the reasoning. I daily mine, so anytime I go out and play I do typically drive it fairly gingerly.
I do have a secondary vehicle, but it needs a lot more work and the Tahoe LOL but it's still pretty reliable surprisingly even though it's been sitting, pretty sure less than 500 miles in the last 3 years. Haha
I do have a secondary vehicle, but it needs a lot more work and the Tahoe LOL but it's still pretty reliable surprisingly even though it's been sitting, pretty sure less than 500 miles in the last 3 years. Haha
I wish we could do that more often, but it’s a tough thing to arrange. We do this for about 6 months a year and few people have the vehicle, budget, and free time for this. Then there’s the lifestyle issues, we did one short trip with a couple who didn’t get out of bed until after noon.
