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Found 2 results

  1. G.M. truck owners, come on board! I'd like to dialogue with owners and shops involved with the S/T trucks and Sierra/Silverado models, hear about your enthusiasm for the 4x4 pickups, Suburban and Blazer/Jimmy or Yukon. Share your modifications, upgrades, 6.2L, 6.5L and Duramax diesel experiences, LS performance gains—whatever! I worked as a G.M.C. truck dealership line tech in the '80s and followed the transition of these models. My Chevrolet & GMC Light Truck Owner's Bible (Bentley Publishers) drew from that experience...I can talk diesel, gas, LS engines, modifications, chassis dynamics, axle and powertrain rebuilding. (Late G.M. owners, see my popular AAM 11.5" axle step-by-step article and the 9.25" axle build in HD video at the magazine.) I'm here for troubleshooting and diagnostics discussion, too! Join the forums, post your topics, and let's talk! We'll get others on board and find a sensible alternative to piddling your time away at Facebook and Twitter! Moses
  2. The Hummer was a huge departure from previous military "light" utility 4x4s like the Jeep M38A1 and M151! There is nothing "light" about a Humvee or Hummer H1. When AM General won the U.S. military bid for a "High Mobility Multi-Purpose Wheeled Vehicle" (HMMWV), a vehicle with 3/4-ton, full size truck chassis dimensions burst forth! In the field with armor and utility equipment, these trucks can reach eight tons of steel and equipment. Introduced in the early '80s, they performed in the Gulf War and Middle East military ventures since. When AM General went to the civilian market with the Hummer in the 'nineties, I had the opportunity to test one such beast for the Portland Oregonian newspaper. I picked the vehicle up at Sears Point (Infineon) and drove with wife Donna back to Yerington, Nevada. We spent most of that drive trying to hear each other across the doghouse with the Clarion sound system competing with the G.M. diesel engine! Hoisting the truck for photos, the massive machine, more than a 3/4-ton truck chassis' length and width, took my new 9000# capacity Forward lift to just short of its limits. After that period, the G.M. acquisition brought with it a more "civilized" line of Hummers, including the military-based H1, the H2 and H3. The H2 and H3 were full-size and compact Chevrolet truck chassis and powertrains, offering a decent ride quality, easier parts access to mass produced components, common axles and suspension, and more overall affordability to the product line. In recent years, the magazine's base at Fernley, Nevada has brought me in contact with Brad Falin's race vehicles. Brad has familiarized me with the details of Humvee racing and performance technology and components. Brad worked with the Rod Hall Hummer Racing program for seven years and advanced Hummer suspension/shock absorber systems, making the Hummer highly competitive at Baja and Dakar. Brad's own Duramax powered Ultra4 racing machine debuted at the 2012 King of the Hammers with many Humvee-derived chassis and drive components. I have access to new developments at the Brad Falin race shop, where Humvee aftermarket advancements and technology unfold! Rod Hall's shop is also accessible at nearby Reno... Whether you work, restore or compete with Humvees, own a stock or competition H1, H2 or H3, this forum provides a community for discussing technology, upgrades, restoration and how to keep a Hummer or Humvee alive!—Moses Ludel Any Humvee or civilian Hummer owner will recognize Brad Falin's race car platform. IFS/IRS was a Humvee hallmark. Brad debuted the first turbo diesel muscle in Ultra4 racing at the 2012 King of the Hammers. Rear axle and suspension are a custom beam (solid) axle design by Brad Falin. At right, Brad waits patiently in the contingency line at the 2012 KOH, ready for tech inspection!
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