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I've got a lot of that goop on the engine side, I thought the master cylinder bolts were parallel to the ground?

Yesterday got my entire old pedal assembly out, now I'm looking at the firewall, not sure where to drill the holes for the master cylinder. Supposedly there's an indent for it. Speedometer cable looks like it might be in the way?

Found a few posts on thedieselpage about some people getting 20+ with nv4500 and 3.73/4.10. One thing I did not mention is I do want to change to a non clutch limited slip diff. Something around the truetrac design, which would require replacing the carrier unit anyways. If 3.73s are too tall...

Just had a thought, I do want to eliminate the clutch based limited slips So blazer with th400, 3.08 gears can cram 20mpg. I dont see why I couldnt at least match that with the overdrive and closer gears in a m1008. Especially since a blazer with th400 doesnt have lockup, so theres some...

I dont know of any truck I could buy for a reasonable price that has a 6.2/6.5 diesel, nv4500 that wasnt built for towing or off roading. I did originally look at civi trucks, but in my area, they were not very good prices and none were diesel. The cucv was a good base platform to build exactly...

I got 24mpg (average over a tank) with 6.2 and 4l80. Its possible, not at super speeds, but chuggin around at 50-55. These have better aero than a humvee.

Makes sense, but my only reservation about 37s is the impact they can have on mpg. So a new math problem... Theoretical MPG for: 4.56 + 0.73 OD + 37s or Theoretical MPG for: 3.73 + 0.73 OD + 33s Assuming flat terrain freeway cruising. I know mpg isnt something a 5/4 ton 80s truck is good at...

When I had my humvee with the 4l80, it was pulling around 2100 at around 62mph. This rpm seems a bit high for these engines, they always seemed to pull better below 2000, so thats why I would aim for 1800 around 65. (I do plan on moving a 6.5 eventually)

I know 3.73 plus that 0.73 is a pretty low rpm, but even if I didnt have the 3.73, would 4.56 and 0.73 be able to make it up a mountain pass? My point is, that if in either gear ratio, overdrive cant be used when hill climbing, then both ratios would require shifting to 4th gear for any grade...

33s weigh less, and 3.73 coupled with 0.73 overdrive drops the cruise rpm very low. Not to mention 33s are easier to balance and cost less. Not sure how the math works out, but wouldn't the extra weight of 37s bog the 6.2 more than 33s. Considering m1008s have 3.08 gears I don't think 3.73 is...

This is on a stock m1028. Currently has 31" tires. I don't want to totally crunch the 6.2s HP or potential mpg, so 37s are too much. I was mainly asking what brand people seem to think is a better quality product for these trucks, Yukon and Spicer both seem very well built, just gauging the room.

I was reading that the entire carrier needs to be swapped to the 4.10 and lower. If that is so what do people recommend for new carrier to fit the 3.73 ring and pinion, I'm leaning between either Spicer or Yukon, unless theres a better price on another brand. What do the costs end up being for...

Why does the Humvee have a mechanical throttle position system whereas the cucv has vacuum? Personally I despise vacuum systems. Anyone ever think of putting the Humvee system onto the cucv?

Does the pink/black wire go directly into the fuse box or spliced into something upstream?

I can see where the blue wire comes out, which I think is a switched ground (switched by the glow plug module) but I can't seem to find the pink/black wire that is labeled as going to the fuse box. Where exactly does this pink/black wire plug into the fuse box?

2"? Was there any clearance issues with the trans tunnel?

Can't really find a straight answer on this, I do know the 700r4 to NV4500 works without changing the crossmember. Can I use my existing crossmember for my th400+np208 for an nv4500 swap? I think a spacer is still involved since the manual is mounted higher.

I heard that the pedal differences between vacuum and hydroboost are minimal. apparently the rod is just a different length.

Yeah, sorry, nv4500. I am a bit skeptical about the internal slave setup. That's why I'm going with the advance adapters bell housing which allows external slave on the driver's side.

I know there was some drive shaft clearance issue with the stock slave cylinder setup? That was the only reason I found the advance adapters bell housing, it relocates the slave cylinder so theres no clearance issues with the front drive shaft.