Wobbly Wheels wrote:Looks like the Tyvek was definitely the key, eh?
I don’t know yet. It has the needed width; it didn’t tear where it stuck a little; but it also seems a little stretchy compared to the paper; is not as stiff, so is a little harder to handle (but that could just be the larger size) and does not square up taut like the paper. Also, in looking at my pictures again I see now that it would be a lot easier to pull taut if I reposition the packing tape lap seam, let the lower stretcher board wrap under the bumper and just pull it directly with the tourniquets.
Wobbly Wheels wrote:… checked out the hatch strut on a boat I was working on recently. <snip>… haven't seen any sort of module between them that I can recall, just relays and solenoids.
That tips the scales back toward doing some bench testing with a simple switch set-up (my original plan). However, since the controller adds the ‘one touch’ feature I will probably go that way, not just for the peace of mind, but also for the convenience upgrade. Imagine walking over to the galley, passing by the switch, giving it a poke, continuing around to the back as the hatch finishes opening; vs. walk over to switch, holding switch down several seconds until hatch is fully open, then continuing on.
Wobbly Wheels wrote:With the ones on the hatch of our new Escape, you can pull them open or push them closed to override the motor. Something with that action should negate the need for synchronization and cause them both to operate at the speed of whichever one is the slowest at the time.
Interesting. I wonder how that works internally (it’s the Jack-in-the-box conundrum all over again
).
Re: Unimog/Pinzguaer meet
anon1 wrote:Yes, pics would be great. I'd abandon all TD forever, in an instant.
Stand back, comin’ thru…
First let me say I am terrible with names on a first time basis, so I apologize to the owners for any lack of credit or misinformation.
This was a really clean short bed with some nice additions/modifications made by the machinist/owner, including the custom front winch mount and brush deflectors.
Given the terrain in our region it’s a tough call between the extra passenger room and extended wheelbase of the dual cab models, versus the maneuverability of the short WB, but this yellow zonker was probably my pick of the meet. Very clean condition all over; 3-way dump bed, nice big bed box, and room for a crowd. He has plans to mount the P/U camper box on the bed sideways. Note the removable drop hitch frame (leaning against the camper) for standard hitch height while still maintaining trail clearance.
Some people came early or stayed late and camped. The owners of this grungy 425E had these really cool aluminum roasting trays.
One of the organizers and host of the event, Matt Domnarski (
http://www.Domnarskifarm.com), took the radio box off of his Mog, and swapped it with the utility bed off of the adjacent military trailer. Other mods include propane injection, removal of unneeded equipment from along the frame rails (for better trail clearance), and re-centering custom wheels to allow mounting Super Swamper tires.
The one on the right is a newer model (sorry, not familiar with the digits). It was the widest and tallest thing on the trail that day. The white long bed behind it rode around with the doors removed.
The other yellow twin cab was a little rougher in the cab, but I wouldn’t turn my nose up at any of these beauties.
This short WB convertible had an owner built log skidding rig on the back and a custom cooler basket that sort of looked like a lobster pot (under the driver’s side of the bed).
The event is open to all European makes. This year a couple of VW 4x4 campers joined in. I’m told that these are pretty rare. They have locking differentials (hydraulic or mechanical) and a granny low gear in lieu of a proper 2-speed transfer case. The blue one was very clean except for a little trail rash on the driver’s side, and was kitted out nicely. Due to its rarity and nice condition, the owner was convinced to park and ride along after the first gnarly stint on the trail.
The silver one was a lot rougher, but had more of a hardcore set-up with 1/4 inch skid plating under the engine and tranny, spare axle hub pulling double duty as a spare tire mount, Ford Focus engine swap with custom flywheel that allowed both Ford and VW starters to be maintained (used for crawling) and carried spare axles (that came into play when the going got very rough). We were all very impressed with how far up the trail this rig got.
4-cyl air cooled Pinzguaer. These have a cast aluminum center spine drive train with rear transaxle. All of the weight is low in the drive, with just minimal lightweight body above.
This is Shawn’s family hauler, carrying wife, two young kids and two 120 lb. Italian Mastiffs. Note the machine gun mount (I assume) sticking thru the roof in the 2nd pic.
With tires aired down for better floatation/traction and a softer ride, it was easier to pop a bead, but with a couple of guys pitching in we had it swapped out and back on the trail in no time.
I was riding along with Larry in his bone stock ’04 Rubicon. Stock tires, stock lift. The only mods were an electrical tweak that allows the factory lockers to stay engaged in 4-high and above the limited wheel speed, and a newly added front winch (which we didn’t need). Simply amazing the capability these things have. Larry dragged, crabbed, dug and clawed this thing across rocks and logs; and up and down ledges and slopes, one over 45 deg pitch, that no street car would ever have a hope of challenging.
Note that this is not a European make. The inaugural event, 5 years ago, was opened to all 4x4’s and the jeep club that Larry had just joined participated. He didn’t much care for the “tear it up” yahoo antics of his fellow club members, and neither did the Mog Fest organizers. Larry was the only one invited back, having made an impression with his driving skills and accommodating demeanor. They are a great group of people; easy going and friendly.
There were occasional stops to clear fallen trees and brush. The 6-wheeler rode lead with us behind, then Von’s Mog (vonsmog.com) behind us. At some point, when the VW broke and the Pinz popped the bead the three of us made it the farthest up the trail, by far.
It was amazing to see this long WB monster squeezing easily between pinch points and around tight turns w/o having to go around or back up. You can tell it is a water cooled diesel by the pug nose radiator shell.
Matt’s Mog out on the trail. Note the little white ball on stick “feeler gauge” located on the passenger side front bumper. At first I thought this was a gag, but then I realized that it was all that was needed for the driver to know where the corner of the front bumper was when viewed from the high forward driver’s seat.
One of the most awesome things about these vehicles is the rugged portal style axles. The main axle shaft enters the wheel hub higher than center and the hub contains an extra set of reduction gears. The end result is high ground clearance and torque multiplication for large tires. Ring and pinon gears are limited in ratio because the pinion can only be so small before it becomes too weak; having the extra set of spur gears in the hubs increases the reduction with the added benefit of offsetting the axle tube higher up.
This is the rear winch on the green short WB Mog from the very first pic (above). Note the 1/2 inch thk angle iron, massive bolts and hinged clevis (connecting cable to hook eye) that was bigger than my hand.
Inside the cab of one of the Pinz. Note the double rifle rack near the passenger side hand grab on the dash, the crescent shaped stamped steel gas pedal, tread plate floor panel and cast aluminum sector shaft housing. Sharp eyes might also be able to see the little toy plastic army guy sniper perched up near the windshield. (Pay no attention to the south end of the north going Mastiff.
)
A better look at the log skidder rig.
What do you do when your spare tire is too heavy to lift? Why install a davit, of course.
Amazing capability. When the 6-wheeler headed down a gulley with no easy way out, he decided to try to back up one side, then drive up the other to climb out. Always seemed to have at least 4 out of the 6 driving wheels on the ground, but it maybe would have been a better idea to back straight out the way he came (once the rest of us had cleared a hole for him). The driver was never phased one bit, being fully aware of the vehicles capabilities.
I have a bunch of video footage, mostly waving the camera around out the side window of the jeep capturing the A-pillar, roof skin, and dog nose smears on the inside of the windshield. I’ve provided them to Larry to share with the others, and when/if they get posted somewhere I will provide links. Fortunately/unfortunately we were mostly involved in tackling the obstacles and less involved in spectating, so I was not able to get very many vehicles on most of the tougher obstacles.
Back at camp we had a fine feast. BBQ pig roast; cracked potatoes well-seasoned with salt, pepper, and garlic powder; baked beans; and sautéed onions.
On the second go round there was a fresh veggie mix foil pouch steamed just enough (tender but firm) with butter and some herbs, and rolls to make pulled pork sandwiches. Lots of cookies, brownies and cupcakes for dessert.
After dinner we settled around the bonfire and shared bug spray to combat the hordes of mosquitoes.
It was a really fun time.
Edited to reference cross post link in off road secrets forum
here.
.
by OP827 » Fri May 15, 2015 8:58 am 
I am really starting to like my gas struts even more.
Frank
