My computer at home bit the dust so now that there are extra steps involved in posting photos from work or phone I am being lazy about it. I'm on the instagrams - about 5 years after it was cool - my handle is poundcakemalkovich and I usually post trooper stuff there for now. If there's anything mega awesome to post up I'll do it here.
I am working on it a little tonight and tomorrow and this weekend, so hopefully getting some more significant progress. Gonna aim to get the trans and cases ready to drop off at the shop - front output pulled, gameplan for the adapter, etc. Bonus if I have the 2.8 out as well.
Once I have the 2.8 out I'm going to have to go through and check the accessories between it and the 3.4 and pick the best ones to install. Need to pickup a few other gaskets, exhaust manifold hardware, etc.
I'll be honest, I was initially aiming for Fall Uwharrie trip and I'm going to keep that the goal, but once the trans and case are dropped off (already running behind on that) it's a little out of my hands, and then after it's back in, there's still driveshafts and exhaust changes that need to happen. It will def be done in time for a late November/December trip of some sort though!
On a side note, I'm thinking I should re-jigger my coil springs - mounts, spring rate, etc. It came up on another board but I was talking about how my coils are a great spring rate but they are coming unseated at the end range of my suspension droop, even with the limit straps limiting what the front end is capable of. So once I have the longer front driveshaft, I'm going to want to play with that sweet new suspension range. Someone asked if my coils were anywhere close to binding at ride height - negative, I have a ton of compression available in the spring that I'm not using because uptravel is limited by my frame interference.
So, offroad-wise, I could go for a lighter rate with more winds, but using a lighter rate, I'm going to be dealing with a bit of brake dive and extra lean around the corners. Then there's a dual rate coil with few winds of sort of a zero-rate up at the top that won't provide any extra control, but will keep the coil from unseating.
But what I'd like to do is set up the spring a couple inches or so from binding just as the bumpstops fully kick in, leaving a little extra for articulation, and that will give me the most out of whatever spring I choose. Now, I still might have the run a slightly lighter rate or lower lift spring, but if I can balance out the rear suspension a little - stiffen it up a touch to help control diving/leaning, then I'll probably end up in the best shape I can ask for short of going with a coilover/ORI/etc.
Regarding the rear, I have an idea for that as well, but I'm going to save that project for another time and just pop the extra load spring back in the OME packs I already have.
If I manage to get those things done (and maybe rejigger the panhard and steering for a little more uptravel), along with the 3.4 and dual cases, and man this thing will be a seriously trail-ready machine, only limited by driver talent!