35s or larger on 3" or less (LCG Jeeps) - Page 49 - JeepForum.com

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post #721 of 3464 Old 03-30-2011, 02:44 PM
IEcrawlerTJ01
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Here's a let get back on topic..... Bump!!!!!!

Let's keep it goin!! More Lcog!!!!

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post #722 of 3464 Old 03-30-2011, 03:02 PM Thread Starter
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Stilll some jeep left in there somewhere.


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post #723 of 3464 Old 03-30-2011, 04:17 PM
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Originally Posted by MattGATRTJ View Post


Stilll some jeep left in there somewhere.
buggies don't really apply here, but there are some serious hours into these

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Originally Posted by Hurley91 View Post
I could be drunk, high, raped and almost dead.... and I could still recognize it.


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post #724 of 3464 Old 03-30-2011, 04:47 PM
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Originally Posted by AFjeepMan View Post
The torque of the v8 may be similar, but even an iron block/iron head 305 with a half decent carb and intake manifold should put out at least 250-275 horses and could be well over 300 with the right cam and aluminum heads and it'll be putting out good torque numbers to...fyi I don't consider a cam and heads to be goodies
The 305 in the average production passenger car couldn't produce those numbers if you split atoms in the combustion chambers. I could beat my friends stock 1987 Monte Carlo with my stock 1993 Escort GT. I beat my other friends V8 thunderbird as well. 1975 - 199? were sad years for American cars.

With sufficient thrust, pigs fly just fine.
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post #725 of 3464 Old 03-30-2011, 05:23 PM
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The 305 in the average production passenger car couldn't produce those numbers if you split atoms in the combustion chambers. I could beat my friends stock 1987 Monte Carlo with my stock 1993 Escort GT. I beat my other friends V8 thunderbird as well. 1975 - 199? were sad years for American cars.
This may be true for factory motors, but I could not see someone doing a direct swap with an all iron 305 without at least cleaning it up and replacing some of the sad parts like the cam and intake/exhaust manifolds as well as the crappy single maybe double barrel carb...3 or 4 simple parts that are pretty much guaranteed to put a 305 in a pretty good power range for a jeep, and well above a 4.oh

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WANTED: SYE and cv shaft...good condition and good price. for a TJ with about 5-6" of lift.
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post #726 of 3464 Old 03-30-2011, 07:24 PM
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Originally Posted by AFjeepMan View Post
This may be true for factory motors, but I could not see someone doing a direct swap with an all iron 305 without at least cleaning it up and replacing some of the sad parts like the cam and intake/exhaust manifolds as well as the crappy single maybe double barrel carb...3 or 4 simple parts that are pretty much guaranteed to put a 305 in a pretty good power range for a jeep, and well above a 4.oh

Most people I see putting small block Chevy motors in Jeeps throw used beat up junk in that they pulled out of a pickup with 200,000 miles.

If you just throw random performance parts on a motor it will not run properly, you must match the cam, intake, and carb, if you don't your going to have dead spots and it's going to run like crap.

Almost every 305 ever made had low compression, which doesn't get it done on a performance motor, unless you plan to supercharge or turbocharge.

Real power is made with free flowing heads that have been ported and polished and fitted with larger intake and exhaust valves. Free flowing heads wont help unless you can deliver more air, fuel, and spark to flow threw it. A stock junk yard distributor is not going to get it done.

With a higher mileage motor you will almost surely have blow by, which will also hinder performance.

Even if you pulled a low mileage 305 out of an 87 Camaro Iroc-Z with a TPI 305 it only had 215HP@4400 and 295ft/lbs@3200, your really going to want to see that power at a lower RPM to be worth while in a Jeep.

Buy a 4.6 stroker, 300 ft lbs of torque @ 2000 RPMs

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post #727 of 3464 Old 03-30-2011, 07:47 PM
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That is where most people and I differ I guess...i see a used 305 and take time to rebuild the motor the way I want rather than swap in an old tired motor in place of old tired underpowered motors...but that's just me...why put a motor in a jeep without making sure it is gonna fit your needs first? Plus you can take time to build the motor while you still drive with the stock motor in the rig...idk...sorry I put in my $.02

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WANTED: SYE and cv shaft...good condition and good price. for a TJ with about 5-6" of lift.
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post #728 of 3464 Old 03-30-2011, 08:02 PM
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This is not a horsepower thread!!!

We could not even get through a whole page without going off topic

Come on guys... Back to Lcg!!!

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Nuff said...
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post #729 of 3464 Old 03-30-2011, 09:25 PM
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Quote:
Originally Posted by IEcrawlerTJ01
This is not a horsepower thread!!!

We could not even get through a whole page without going off topic

Come on guys... Back to Lcg!!!
Touche...my bad...back on topic...what is considered minimum thread contact on am adjustable control arm? Thinking of pushing my front axle an inch or a little more forward...it would give a little bit towards the magic 100" wheelbase and make 35's look better on a small lift in my opinion.

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WANTED: SYE and cv shaft...good condition and good price. for a TJ with about 5-6" of lift.
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post #730 of 3464 Old 03-30-2011, 09:29 PM
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Originally Posted by AFjeepMan View Post
Touche...my bad...back on topic...what is considered minimum thread contact on am adjustable control arm? Thinking of pushing my front axle an inch or a little more forward...it would give a little bit towards the magic 100" wheelbase and make 35's look better on a small lift in my opinion.
Still OT......

The general rule of thumb of minimum thread engagement is the diameter of the shank. You'll run into more clearance issues before you have to worry about that--diff cover/track bar clearance being the main one.

OlllllllO

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post #731 of 3464 Old 03-31-2011, 07:42 AM Thread Starter
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buggies don't really apply here, but there are some serious hours into these
Im the OP so I think they kind of do

I was asking for ideas for LCOG and starring at these Coleworx builds, gets my brain going.

I think the top one I posted definitely counts in this thread, it is a jeep. It is built low to the ground, the right way, with a large tire. Its LCoG, I would much rather look at it than some posted here.


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post #732 of 3464 Old 03-31-2011, 09:15 AM
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I agree the buggies are cool but they have as much in common with a typical LCG Jeep as NASCAR does with a new car on the showroom floor.
Installing 2" springs and extended bumpstops will not yield the same results these buggies deliver. Those buggies have more up travel than most Jeeps have in both directions total.

I'm afraid more people are wanting the LCG "look" without understanding what it takes to do it correctly and that an LCG lift done incorrectly will not be as capable as a taller rig done correctly. For example I think Blaine (and 100's of others) have a 4" lift on top of a BL but he doesn't have any of the problems that LCG fans claim as their reason for LCG builds.

With sufficient thrust, pigs fly just fine.
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post #733 of 3464 Old 03-31-2011, 09:19 AM
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Im the OP so I think they kind of do

I was asking for ideas for LCOG and starring at these Coleworx builds, gets my brain going.

I think the top one I posted definitely counts in this thread, it is a jeep. It is built low to the ground, the right way, with a large tire. Its LCoG, I would much rather look at it than some posted here.
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post #734 of 3464 Old 03-31-2011, 10:02 AM Thread Starter
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Originally Posted by baboyd View Post
I agree the buggies are cool but they have as much in common with a typical LCG Jeep as NASCAR does with a new car on the showroom floor.
Installing 2" springs and extended bumpstops will not yield the same results these buggies deliver. Those buggies have more up travel than most Jeeps have in both directions total.

I'm afraid more people are wanting the LCG "look" without understanding what it takes to do it correctly and that an LCG lift done incorrectly will not be as capable as a taller rig done correctly. For example I think Blaine (and 100's of others) have a 4" lift on top of a BL but he doesn't have any of the problems that LCG fans claim as their reason for LCG builds.

Without Motorsports, we wouldn't have the technology in cars that we do today. So I think, looking at the other end of the spectrum is a great idea for any build, even the most minor ones. You may not have a buggy build in mind, but you can see how to do certain mods better. Not to mention, a proper LCG is not all bolt on parts, lots of fab is needed to do things right. Any jeep on this forum could reach the potential of the rigs I have posted.

I like functionality over looks


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post #735 of 3464 Old 03-31-2011, 11:19 AM
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I'd say that most of the readers here think of LCOG rigs as the opposite of what they see in the catalogs and magazines. The majority of "Experts" say that if you want to run 35 inch tires you need to lift your Jeep this much.

Lifting the jeep without widening and/or lengthening the wheelbase gives you a higher center of gravity.

Chopping or changing the fenders and going with 35 inch tires will give you a lower center of gravity compared to the Lifted Jeep that hasn't widened it's tire stance width and/or lengthened it's wheel base.

Yes there are FULL ON LCOG rigs like the buggies above and some of the other rigs in this thread, but the overlying purpose for the majority of owners is to get the biggest tires you can roll with, with the least amount of lift.

Now where are the pictures?? LOL

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