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Showing results for tags 'Hummer H1'.
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The power steering gear is the last frontier for my 81-- about everything else has been R&Rd. With low gears, big tires and an ARB up front this OEM part may be on borrowed time. Reading a hummer H1 box is a near exact drop in. Cardone 1 part number. 27-7595, it's a bolt in for the stock CJ P.S. gear it has the larger piston for less effort with a faster turning. This sounds like a mixed bag as for lock to lock ratios. For me, fewer turns the better. It has the right bolt holes and correct o ring couplings. I have done the drill out trick on the pump already. Better performance at low RPM. I see others that simply go with the napa generic unit. rebuilt or new? Agr? Psc? These are spendy. also note the access to CJ box components, hoses, etc very tight. I see some add a coupler mid line for easier servicing, etc. is there a suggested schedule to flush and fresh fill ps fluid? Never thought about that. if a newish box, does it make sense to have it ported for eventual hydro assist? Thanks guys!
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!