Cummins Diesel Swap

(ANNOUNCER)>> A SERIOUS TOW RIG HAS TO HAVE HEAVY DUTY DIESEL. TODAY ON XTREME OFF ROAD OUR ISUZU CRAWLER HAULER GETS A FULLY MECHANICAL CUMMINS POWER PLANT. WE'LL TAKE A LOOK AT THE PROS AND CONS OF FLUX CORE WELDING WIRE, AND WE'LL TURN OUR STOCK TOYOTA WHEELS INTO A STYLISH SET OF BEAD LOCKS ON THE CHEAP.

(IAN)>> THE FIRST ORDER OF BUSINESS TODAY IN THE XTREME OFF ROAD SHOP IS TO DO SOME WORK ON OUR ONE OF A KIND OFF ROAD CRAWLER HAULER. NOW IF YOU GUYS REMEMBER, THE THEME FOR THIS BUILD WAS

INSPIRED BY THE DAKAR RACING TFOUR, TFIVE TRUCKS, THE VEHICLES THAT SUPPORT THE RACE TEAMS DURING THE DAKAR RALLY. AND OUR PLAN IS TO BUILD A ONE OF A KIND TOW RIG THAT'LL BE ABLE TO CARRY OUR BUGGIES ON THE BACK AND YET STILL HAVE ALL THE ITEMS THAT WE NEED TO SERVICE THEM WHEN WE'RE IN THE FIELD. NOW WE'VE ALREADY CONVERTED THE TRUCK OVER TO FOUR WHEEL DRIVE, AND TODAY WE'RE GONNA TACKLE THE DRIVETRAIN. IT ALL STARTS BY PICKING THE RIGHT MOTOR. WHEN YOU'RE TALKING ABOUT TOW RIGS AND POWER PLANTS, THERE'S REALLY THREE OPTIONS AND THEY'RE ALL DIESELS. THE DURAMAX DIESEL, A FORD POWERSTROKE DIESEL, AND THE CUMMINS INLINE SIX DIESEL THAT YOU FIND UNDERNEATH THE

HOOD OF RAM TRUCKS. FOR OUR TOW RIG WE DECIDED TO TAKE THE BEST THREE PARTS OF ALL OF THOSE TRUCKS. WE STARTED BY INSTALLING AXLES OUT OF A FORD SUPER DUTY BECAUSE THE FRONT HAS AN INTEGRATED FREE WHEELING HUB, WHICH WILL MAKE IT GREAT FOR DRIVING DOWN THE HIGHWAY. FOR THE TRANSMISSION, WELL HANDS DOWN YOU CAN'T BEAT THE GM ALLISON AUTOMATIC. AND FOR THE ENGINE WE DECIDED TO GO WITH THE ALL

MECHANICAL SIXBT CUMMINS, PERFECT FOR THIS TRUCK. BUT WHERE DID WE FIND THIS ENGINE? AFTER SOME RESEARCH ONLINE, WE FOUND CHAD MCKINNEY

LLC, A CUMMINS DIESEL ENGINE RESELLER IN SOUTHWEST OHIO. CHAD HAS BEEN A FAN OF THE MECHANICALLY INJECTED FOUR AND SIX BT ENGINE FOR YEARS.

(CHAD)>> BASICALLY I STARTED IN COLLEGE. BROKE DOWN ALL THE TIME TRYING TO FIND A VEHICLE THAT WILL WORK AND REALIZED THESE DODGE CUMMINS ENGINES AND FOUR BT'S WERE REALLY GOOD MOTORS, AND JUST STARTED WORKING ON THEM.

(IAN)>> AND WHY?

(CHAD)>> THESE ENGINES ARE APPEALING SIMPLY FOR THE

FACT THAT THEY LAST FOREVER IF YOU DO PROPER MAINTENANCE ON THEM AND THEY GET GREAT ECONOMY. YOU KNOW, ALONG WITH JUST BEING VERY SIMPLE TO WORK ON.

(IAN)>> AND NO ELECTRONICS RIGHT?

(CHAD)>> ABSOLUTELY NOT, YEAH, NO COMPUTER. THE INLINE PUMPS CAN JUST BE RUN OFF PULL START.

YOU DON'T NEED ELECTRONICS AT ALL FOR THAT.

(IAN)>> HIS SHOP CAN BE CONSIDERED CUMMINS HEAVEN, WITH ENGINES EVERYWHERE YOU LOOK.

(CHAD)>> I THINK WE'VE GOT 60 OR 70 OF THEM RIGHT NOW.

(IAN)>> BUT DON'T LET THE DIRT FLOOR FOOL YOU. CHAD TESTS EVERY SINGLE ENGINE BEFORE HE SHIPS IT OUT.

(CHAD)>> EACH MOTOR THAT LEAVES HERE WE FIRE UP AND RUN, CHECK FOR ANY KIND OF KNOCK, SMOKE, ANY KIND OF BLOW BY TURBO SLOP, ANYTHING THAT'S GONNA BE AN ISSUE FOR THE BUYER.

(IAN)>> AND WITH BETWEEN FIVE AND 10 FOURBT'S LEAVING HIS SHOP EVERY WEEK, WE WANTED TO KNOW WHERE ARE

ALL THESE ENGINES GOING?

(CHAD)>> ALL OVER THE WORLD, AUSTRALIA, ALASKA, A LOT OVER TO AFRICA, SOUTH AMERICA, PRETTY MUCH EVERYWHERE.

(IAN)>> AND WHAT WAS THE WEIRDEST PROJECT TO GET ONE OF HIS MOTORS?

(CHAD)>> TWO OF THEM, ONE GOING INTO A MODELT AND THE OTHER ONE GOING INTO AN AIR BOAT.

(IAN)>> AND DID THEY WORK?

(CHAD)>> I HAVE NO IDEA!

(IAN)>> WITH OUR SIXBT CHOSEN OUT OF THE PILE, CHAD OFFERED TO FIRE IT UP RIGHT THERE ON THE FLOOR. LETS HEAR THIS BAD BOY RUN CHAD.

(CHAD)>> READY TO GO?

(IAN)>> YEAH! [ engine fires ]

(CHAD)>> THAT'S ALL IT TAKES.

(IAN)>> HAPPY WITH OUR PICK, WE TOSSED IT INTO THE BACK OF THE TRUCK, AND HEADED BACK TO THE SHOP.

(ANNOUNCER)>> UP NEXT, WITH A FORK LIFT AND A LITTLE FABRICATION WE'LL FIT OUR FIVE POINT NINE CUMMINS BETWEEN THE RAILS. PLUS FROM BORING TO BEAD LOCK ON A BUDGET.

(IAN)>> WE'RE BACK IN THE XTREME OFF ROAD SHOP GETTING

READY TO SHOE HORN THIS MONSTER FIVE POINT NINE CUMMINS IN BETWEEN THE FRAME RAILS OF OUR CRAWLER HAULER. BUT BEFORE WE DROP IT INTO PLACE, WE NEED TO TAKE SOME KEY MEASUREMENTS TO SEE IF ITS EVEN GONNA FIT. CHECKING THE HEIGHT AND THE LENGTH, AND COMPARING THEM TO THE FRAME, RIGHT AWAY I SEE THIS CROSS MEMBER IS GONNA HAVE TO GO.

THIS ENGINE IS WAY TOO BIG TO USE A SIMPLE ENGINE CRANE. SO I'M BRINGING IN THE FORK LIFT TO SLING IT INTO PLACE.

ONCE WE HAVE IT RESTING BETWEEN FRAME RAILS AND SURE THAT IT'S GOOD AND LEVEL, I'LL THROW A JACK STAND UNDERNEATH THE FRONT MOUNT WITH A PIECE OF WOOD.

WE WILL NOT BE USING THIS REAR ADAPTER AND MOUNT ASSEMBLY THAT WE LEFT BOLTED ONTO THE BACK OF THE BLOCK. THE ONLY REASON I LEFT IT THERE IS BECAUSE WHEN I WAS MEASURING UP THE ENGINE ON THE PALLET, I REALIZED THAT THIS WOULD HELP US MOCK OUR ENGINE IN PLACE CAUSE IT WAS THE PERFECT WIDTH TO SIT ON THIS OLD CROSS MEMBER MOUNT. NOW YOU HEAR US USE THAT WORD A LOT WHEN WE'RE BUILDING STUFF, MOCKING STUFF INTO PLACE. AND IT'S A VERY IMPORTANT STEP IN THE PROCESS OF BUILDING CUSTOM VEHICLES, WHETHER IT'S A MOTOR MOUNT OR A SUSPENSION COMPONENT. WHAT IT REALLY MEANS IS BASICALLY YOU'VE MOUNTED IT BUT YOU CAN STILL MAKE CHANGES. A PERFECT EXAMPLE ON THIS MOTOR IS I REALLY DON'T KNOW IF THIS IS WHERE IT'S GONNA SIT. I MAY WANT TO MOVE IT FORWARD A COUPLE OF INCHES AND DOWN A COUPLE INCHES. BUT I WON'T KNOW THAT UNTIL I CLOSE THE CAB ON IT, TAKE SOME MEASUREMENTS, CHECK THE FRONT AXLE.

BUT I CAN'T DO ALL THAT IF IT'S JUST HANGING OFF OF A FORK LIFT SWINGING IN THE AIR. THAT'S WHY I WANT TO MOCK IT IN PLACE AND LOCK IT DOWN.

ONCE WE HAVE IT IN THE RIGHT SPOT, WE CAN BUILD SOME MOTOR MOUNTS. NOW FOR THE MOTOR MOUNTS WE'RE NOT GONNA BE

DOING ANYTHING CUSTOM. WHAT WE'RE ACTUALLY GONNA USE IS A SET OF FACTORY MOTOR MOUNTS OFF A 1997 DODGE PICK UP TRUCK. THAT'S ONCE OF THE NICE THINGS ABOUT THE CUMMINS ENGINE. THE BLOCK REALLY NEVER CHANGED OVER THE YEARS. SO EVEN THOUGH THIS ENGINE IS NOT OUT OF A '97 DODGE TRUCK, THESE MOUNTS WILL BOLT ONTO BOSSES THAT ARE MACHINED INTO THE BLOCK. WE'LL BUILD A COUPLE OF EARS, SLAP A BOLT THROUGH IT, AND THEN THIS MOTOR WILL BE MOUNTED TO OUR FRAME.

I'LL DROP THE CAB TO CHECK FOR CLEARANCE. THEN I'LL CUT THE THREADS IN THE SIDE OF THE ENGINE BLOCK

WITH A THREAD CHASER AND BOLT THE MOUNT INTO PLACE.

MAKE A TEMPLATE USING SOME CARDBOARD, AND CUT IT OUT OF SOME THREESIXTEENTHS INCH PLATE.

DRILL A MOUNTING HOLE, AND THEN BOLT THE NEW MOTOR MOUNT PLATES ONTO THE SIDE OF OUR DODGE MOTOR MOUNTS. BECAUSE OUR FRAME RAILS ARE PERFECTLY PARALLEL, WE CAN

NOW JACK UP THE MOTOR, REMOVE THE EXTRA EARS FROM THE BACK OF THE BELL HOUSING, MOVE IT FORWARD AND DOWN BEFORE TACKING THE MOUNTS INTO PLACE.

(ANNOUNCER)>> UP NEXT, CHOOSING THE RIGHT SHIELDING

GAS FOR YOUR MIG WELDER.

(ANNOUNCER)>> NOW SHOP TIPS FOR STRONGER, SAFER WELDS.

(IAN)>> TODAY WE'RE GONNA HAVE A LOOK AT SHIELDING GASES AND HOW THEY PROTECT THE MOLTEN PUDDLE WHILE YOU'RE MIG WELDING. PROFESSIONAL SERIES WELDERS LIKE OURS COME READY TO HAVE

A SHIELDING GAS BOTTLE ADDED TO THE BACK OF IT BEFORE

YOU BEGIN ANY WELDING. THE FLOW OF THE SHIELDING GAS IS CONTROLLED BY THE REGULATORS THAT YOU MOUNT TO THE TANK. THE GAS THEN FLOWS THROUGH THE MACHINE, DOWN THE LINE, AND INTO THE GUN THAT YOU HOLD IN YOUR HAND. IF YOU REMOVE THE NOZZLE FROM THE GUN, YOU CAN SEE THE FLOW PORTS THAT ARE IN THE TIP THAT ALLOW THE GAS TO LEAVE AND TRAVEL DOWN THE NOZZLE AND MAKE A SMALL CLOUD AROUND THE END OF THE TIP WHILE YOU'RE WELDING. BUT WHAT'S THAT GAS FOR. WELL IT ACTUALLY HAS TWO DIFFERENT JOBS. WHILE MIG WELDING, THE SHIELDING GAS CREATES A CLOUD OF INERT GAS AROUND THE MOLTEN PUDDLE TO PREVENT CONTAMINATION. INERT SHIELDING GASES ALSO HAVE A HIGH BALANCE OF POSITIVE ELECTRONS TO HELP PROMOTE CONDUCTIVITY INTO THE STEEL. THERE ARE MANY DIFFERENT TYPES OF SHIELDING GASES, BUT THE MOST POPULAR FOR MIG WELDING IS A MIXTURE OF ARGON AND COTWO. COTWO PROMOTES PENETRATION INTO THE STEEL WHILE ARGON HELPS REDUCE SPATTER AND PRODUCES A QUALITY WELD. NOW WHICH MIXTURE OF SHIELDING GAS YOU PREFER WILL COME WITH PRACTICE. SOMETIMES YOU MIGHT WANT A 75/25 MIX, SOMETIMES YOU MIGHT WANT A 90/10. THE BEST THING TO DO IS JUST SPEND SOME TIME

BEHIND THE TORCH. BUT YOU DON'T HAVE TO ALWAYS RELY ON SHIELDING GAS TO PROTECT THAT MOLTEN PUDDLE. THERE IS ANOTHER OPTION AND THAT IS CALLED FLUX CORED WIRE. FOR ANYONE WHO'S DONE ANY OLD SCHOOL ARC WELDING, YOU PROBABLY RECOGNIZE THESE ARC WELDING ELECTRODES, AND THEY'RE COATED IN A SUBSTANCE CALLED FLUX. NOW AS THAT FLUX MELTS WHEN YOU WELD IT, OFF GASES, AND CREATES THAT SMALL SHIELDING GAS CLOUD. AND FOR A MIG WELDER YOU CAN BUY WHAT'S CALLED FLUX CORED WIRE.

NOW FLUX CORED WIRE IS A DIFFERENT COLOR THAT SOLID WIRE. IT'S A GRAY AND IT HAS THE FLUX INSIDE THE WIRE. WORKS JUST LIKE THE ARC WELDING WIRE.

WHILE YOU'RE WELDING IT'S BURNING AND CREATING THAT SMALL SHIELDING GAS CLOUD. NOW YOU PROBABLY WONDERING, WHEN DO I USE FLUX CORED WIRE? WELL HONESTLY YOU'RE GONNA USE IT WHEN YOU'RE IN A HIGH WIND SITUATION AND THE WIND IS BLOWING AWAY

YOUR SHIELDING GAS. MAYBE OUTSIDE, OR MORE IMPORTANTLY FOR US HARDCORE OFF ROADERS WHEN YOU'RE ON THE TRAIL PERFORMING A REPAIR. THIS SMALL BATTERY OPERATED WELDER IS LOADED WITH FLUX CORED WIRE AND WE TAKE IT OUT ON THE TRAIL WHENEVER WE GO JUST IN CASE WE NEED TO PERFORM A REPAIR. NOW WE DON'T HAVE TO TOTE ALONG A GREAT BIG BOTTLE OF SHIELDING GAS TO GET SOME MIG WELDS.

THE DOWNFALL IS IT NEEDS A SPECIAL SETUP AND THE WELD, WELL IT JUST LOOKS A LITTLE BIT DIFFERENT. WHEN WELDING WITH FLUX CORE WIRE, THE MACHINE NEEDS TO BE SETUP IN A REVERSE POLARITY MODE. THE WELD ALSO BURNS A LITTLE BIT HOTTER, YOU'VE GOT TO MOVE THE TORCH QUICKER. AND WHEN YOU'RE DONE YOU HAVE TO SCRAP OFF THE COOLED FLUX TO REVEAL THE FINISHED WELD. NOW EVEN THOUGH IT REQUIRES SPECIAL SETUP AND ITS NOT

THE MOST ATTRACTIVE WELD, IT'S STILL A GOOD IDEA TO KEEP A ROLL OF FLUX CORED WIRE AROUND YOUR SHOP. THAT WAY IN CASE YOU EVER HAVE TO WELD IN HIGH WIND CONDITIONS, LIKE MAYBE YOU'VE GOT TO DRAG YOUR WELDER OUT IN THE DRIVEWAY JUST TO DO A LITTLE FIELD REPAIR, YOU DON'T HAVE TO WORRY ABOUT THE SHIELDING GAS BEING BLOWN OFF THE WELD AND IT BEING CONTAMINATED. NOW BETTER YET IF YOU HAVE IT IN YOUR BUDGET, IT'S A

GREAT IDEA TO PICK UP ONE OF THESE BATTERY POWERED WELDERS WHEN YOU'RE OUT ON THE TRAIL. THAT WAY IN YOUR WELDING ARSENAL YOU'VE GOT THE BEST OF BOTH WORLDS.

(ANNOUNCER)>> COMING UP A HIGH STEER KIT FOR OUR BUDGET TOYOTA.

(IAN)>> I'M VERY HAPPY WITH THE PROGRESS WE'VE MADE ON OUR DIRT CHEAP FUN WHEELER. NOW THIS PROJECT STARTED WE FOUND AN OLD TOYOTA BURIED IN THE WEEDS IN A LOCAL FIELD. WE PULLED IT OUT, BROUGHT IT BACK HERE TO THE XTREME OFF ROAD SHOP. NOW SO FAR WE'VE REBUILT THE ENGINE, COMPLETELY REDESIGNED THE SUSPENSION FRONT AND REAR, SOLID AXLE UP FRONT, AND A CUSTOM FOUR LINK OUT BACK. THEN WE INSTALLED A SET OF LOW RANGE GEARS INTO OUR TRANSFER CASE. NOW I'VE GOT THE DRIVETRAIN BACK INTO THE FRAME, AND BY THE END OF TODAY WE WANT TO HAVE THIS CHASSIS AS A ROLLING CHASSIS. THAT BASICALLY MEANS ALL THE SUSPENSION AND STEERING IS DONE AND IT'S SITTING ON SOME TIRES AND WHEELS.

BUT TO GET TO THAT POINT WE'RE GONNA NEED SOME TIRES AND WHEELS. THEY WILL ALWAYS BE THE BIGGEST EXPENSE WHEN YOU'RE BUILDING AN OFF ROAD TRUCK, AND THAT'S THE TIRES, BECAUSE THEY'RE SO PHYSICALLY LARGE. THERE'S A LOT OF MATERIAL IN THEM TO MAKE THEM. NOW YOU CAN PINCH YOUR PENNIES AND LOOK FOR SOME USED TIRES, BUT HONESTLY IF YOU'RE LOOKING FOR TRUE OFF ROAD PERFORMANCE, NOTHING BEATS A GOOD SET OF NEW TIRES. AND WE'VE ONLY GOT $2,000 INVESTED IN THIS TRUCK. SO WE DECIDED TO PICK UP A SET OF NEW ONES. WE'VE GOT PIT BULL ROCKERS, 35 INCH TALL FOR A 15 INCH RIM. IT HAS A 14.5 INCH CROSS SECTION, WHICH GIVES US A BIG FAT FACE ON THE TIRE. AND THE AGGRESSIVE ROCKER TREAD PATTERN WORKS GREAT FOR HARDCORE OFF ROADING. NOW A SET OF FOUR OF THESE IS GONNA SET US BACK RIGHT AROUND $1,200 BUCKS. AND IF WE WERE TO THROW THEM ON A SET OF AFTERMARKET ALUMINUM BEAD LOCKS, WELL WE'D BE KNOCKING ON THE DOOR OF PROBABLY AROUND $3,000 DOLLARS JUST TO GET FOUR TIRES AND WHEELS. THAT WOULD PUT US AT THE TOP OF OUR BUDGET. BUT THERE IS A WAY TO GET A SET OF BEAD LOCKS FOR A LOT LESS MONEY. WE KEPT THE ORIGINAL STEEL WHEELS THAT CAME ON OUR TRUCK WHEN WE BOUGHT IT. WE'RE GONNA TURN THESE INTO BEAD LOCKS. THE REASON YOU WANT BEAD LOCKS WHEN YOU'RE OFF ROADING IS BECAUSE WHEN WE'RE ON THE TRAIL WE AIR THE TIRE DOWN. WE ONLY RUN ABOUT TWO TO FOUR POUNDS PER INCH OF AIR INSIDE THAT TIRE. THAT ALLOWS THE SIDE WALLS TO FLEX AND LETS THE TIRE CONFORM TO THE ROCKS WHILE YOU'RE OUT ROCK CRAWLING, JUST GIVES YOU BETTER TRACTION. BASICALLY YOU'VE GOT THE BEAD OF THE TIRE SANDWICHED BETWEEN THE OUTER PART OF THE RIM AND A STEEL PLATE. THAT WAY WHEN YOU LET THE AIR OUT OF THE TIRE, IT'S CLAMPED IN PLACE. IT CAN'T COME OFF THE BEAD. IF YOU TRY TO AIR DOWN A SET OF TIRES THAT ARE ON NONBEAD LOCKS, THE FIRST ROCK YOU HIT IT'LL BLOW OFF THE BEADS, YOU'LL BE DEAD ON THE TRAIL. NOW TO TURN THESE WHEELS INTO BEAD LOCKS WE GOT A

KIT FROM DIY BEAD LOCKS. AND IT COMES WITH SOME HIGH DEFINITION PLASMA CUT RINGS

THAT WILL GO ONTO THE INSIDE OF THE OUTER LIP OF THE RIM. AND THAT WILL BE THE INSIDE PART OF OUR BEAD LOCK. AND THEN THE OUTSIDE PART THAT WILL CLAMP TO THE FACE OF THE TIRE COMES IN A BUNCH OF DIFFERENT STYLES AND DESIGNS. WE OPTED TO HAVE THE BIOHAZARD LOGO CUT INTO OURS BECAUSE IF YOU REMEMBER, WE FOUND ALL THOSE ANTS UNDERNEATH THE CARPET. WELL WE LET A BUG BOMB OFF ON THE INSIDE OF THE TRUCK AND IT'S KINDA BEEN A BIOHAZARD SITE EVER SINCE. BUT IF YOU'VE GOT A WELDER, A COUPLE OF STEEL WHEELS LIKE WE HAVE HERE, YOU CAN HAVE A SET OF BEAD LOCKS FOR AROUND $200 BUCKS. WITH THE EDGE OF THE RIM GROUND CLEAN, INNER RING IS SET IN PLACE AND TACKED AROUND THE EDGE. THEN THE RING CAN BE FULLY WELDED TO THE RIM. NOW YOU CAN USE A MIG WELDER, BUT IF YOU HAVE

ACCESS TO A TIG WELDER IT WILL PRODUCE A BETTER WELD BEAD THAT'S EASIER TO KEEP AIR TIGHT. ONCE COOL, LEAKS CAN BE FOUND BY SPRAYING SOME SOAPY WATER ONTO THE RIM AND USING AN AIR BLOWER ON THE BACK SIDE OF THE WELD.

AFTER APPLYING A GOOD COAT OF PAINT TO THE WHEEL, THE TIRES INSTALL OVER THE RIM AND THE OUTER BEAD RESTS AGAINST THE NEW PLATE.

THEN THE OUTER RING, ALSO PAINTED, IS INSTALLED. ONE AREA WHERE YOU DON'T WANT TO TRY AND SAVE MONEY WHEN BUILDING THESE DIY BEAD LOCK KITS ARE WITH THE FASTENERS.

YOU WANT TO GET THREEEIGHTHS INCH COARSE THREAD BOLTS TWO INCHES LONG, AND YOU WANT TO MAKE SURE THAT THEY ARE GRADE EIGHTS. IT'S EASY TO IDENTIFY THE GRADE EIGHT FASTENERS BECAUSE OF SIX DASHES ON THE HEAD OF THE BOLT, AND THEY'RE USUALLY ANODIZED THIS GOLD COLOR. YOU ALSO WANT TO MAKE SURE YOU GET YOUR BOLTS FROM A REPUTABLE SUPPLIER SO YOU KNOW THEY'RE GOOD QUALITY. WE GOT OURS FROM INDUSTRIAL DEPOT. THAT'S WHERE WE GOT ALL OF OUR FASTENERS HERE IN THE XTREME OFF ROAD SHOP. NOW THE REASON YOU WANT THE GRADE EIGHTS IS BECAUSE THEY'RE A LOT STRONGER. AND THEY NEED TO BE STRONG BECAUSE NOT ONLY ARE THEY HOLDING THE OUTER EDGE OF THIS TIRE ONTO THE RIM, THEY'RE ALSO GONNA SEE A LOT OF ABUSE WHEN WE'RE ON THE TRAIL. REMEMBER THIS IS A BEAD LOCK WHEEL. WE'RE PROBABLY GONNA BE DRAGGING THE FACE OF THIS RIM ACROSS TREES, AND STUMPS, AND ROCKS, AND THE LAST THING WE WANT IS THE HEAD OF ONE OF THESE BOLTS TO GET RIPPED OFF. IF WE'D STEPPED DOWN TO THE WEAKER GRADE FIVE BOLTS, PROBABLY ONLY GONNA SAVE US ABOUT 10 PERCENT. AND THERE'S A GOOD CHANCE THAT UNDER SEVERE WHEELING WE COULD PEEL THE HEADS OFF OF THOSE BOLTS. PULL A COUPLE HEADS OFF THESE BOLTS, WE'LL LOSE ALL THE AIR OUT OF THE TIRE AND YOUR RIG WILL LITERALLY BE UP THE TRAIL WITHOUT A SPARE. NOW WHEN YOU'RE GETTING THESE GRADE EIGHT BOLTS, YOU ALSO NEED TO GET MATCHING GRADE EIGHT NUTS, AND YOU NEED TO MAKE SURE THEY ARE LOCK NUTS. I LIKE TO USE THESE NYLON LOCK NUTS WHEN DOING THESE BEAD LOCK KITS. YOU DO NEED TO BE CAREFUL. YOU DON'T WANT TO RUN THE BOLT DOWN WITH AN IMPACT AT A HIGH RATE OF SPEED BECAUSE THAT SPEED CAUSES A LOT OF FRICTION AND IT COULD ACTUALLY MELT THE NYLON OUT OF THE NYLOCK, AND THEN IT'S NO LONGER A LOCKING FASTENER.

TO FINISH OUT OUR ROLLING CHASSIS I'LL INSTALL A TRAIL GEAR OFF ROAD HIGH STEER KIT THAT I PICKED UP FOR $350 BUCKS. TO FINISH OUT THE REAR SUSPENSION I'LL FIRST EXTEND THE FACTORY FRAME TO MATCH THE FRONT. THEN BUILD SOME COIL SPRING MOUNTS FOR SOME TJ FOUR INCH LIFT COILS THAT I PICKED UP USED FOR $20 DOLLARS. TOTAL INVESTED TODAY $1,820 BUCKS.

THAT GIVES US A ROLLING CHASSIS READY FOR A BODY WITH ONLY $3,820 DOLLARS INVESTED.