More Half-Price Raptor Episodes

More '97 Ford F-150 "Half-Price Raptor" Episodes

Xtreme 4x4 Builds

Parts Used In This Episode

Bilstein
10" Travel Adjustable Coilover Shocks
Bilstein
17" Travel Adjustable Coilover Shocks
Falken Tires
Wild Peak at, 37x12.50x17 124S D/8
H & M Racing Design
Ford F-150 A-Arm 4WD Long Travel Kit
Raceline Wheels
981-Raptor, Black, 17x9
Randy's Ring & Pinion
'92 & Up, Dana 44 IFS Master Overhaul Kit
Randy's Ring & Pinion
Dana 44 Rev Rot Ring and Pinion 4.88
Safety-Kleen
Recycling Parts Washer (Model 257) Large Sink

Episode Transcript

(ANNOUNCER)>> IT'S NO SECRET WE LOVE THE RAPTOR. IT GETS YOU TO THE TRAIL IN STYLE AND HANDLES ANYTHING YOU THROW AT IT ONCE YOU'RE THERE. SO OF COURSE IT'S THE INSPIRATION FOR OUR LATEST PROJECT. TODAY ON XTREME 4X4 OUR F-150 BUILD CONTINUES WITH EVERYTHING WE NEED TO COMPETE WITH THE FORD RAPTOR.

(IAN)>> TODAY WE'VE GOT OUR HALF PRICE RAPTOR BACK IN THE SHOP. NOW IF YOU GUYS REMEMBER, THIS WHOLE PROJECT STARTED OUT WHEN WE TOOK A FORD RAPTOR OUT FOR A TEST DRIVE AND REALIZED IT WAS PROBABLY ONE OF THE COOLEST TRUCKS YOU CAN BUY STRAIGHT OFF A CAR LOT TODAY. THE ONLY DOWNFALL WAS THE PRICE. IT GOT US THINKING, COULD YOU BUILD A TRUCK JUST AS GOOD AS A RAPTOR FOR HALF THE MONEY? WELL WE'RE GONNA GIVE IT A SHOT. WE WENT OUT, PICKED UP THIS '97 F-150, AND SO FAR WE'VE UPGRADED THE REAR SUSPENSION. THEN BUILT A NICE, BEEFY REAR AXLE ASSEMBLY TO START CONVERTING THIS TRUCK. TODAY WE'RE GONNA TAKE CARE OF THE FRONT SUSPENSION, SHOW YOU THE SHOCKS THAT WE'RE GONNA NEED TO MAKE THIS TRUCK PERFORM LIKE A RAPTOR, AND THROW SOME TIRES AND WHEELS AT IT. [ air wrench spinning ]

(IAN)>> EVERYTHING ON THE FRONT END OF OUR F-150 HAS GOT TO GO. WE WON'T BE REUSING ANY OF THESE PARTS TO UPGRADE THE SUSPENSION ON THIS TRUCK.

[ air wrench spinning ]

(IAN)>> THE REASON IFS IS SO POPULAR IN TRUCKS BUILT TO TRAVEL AT A HIGH RATE OF SPEED OFF ROAD HAS TO DO WITH HOW THE SUSPENSION REACTS. SEE WHEN A TIRE HITS A BUMP, THE AARM DOESN'T JUST MOVE UP IN A STRAIGHT LINE. IT ACTUALLY MOVES UP AND BACK TOWARDS THE CAB OF THE TRUCK KIND OF IN AN ARC. BECAUSE THE TIRES ARE MOVING AWAY FROM THE BUMPS AS YOU DRIVE OVER THEM, IT MAKES THE RIDE A LOT SMOOTHER, GIVES YOU MORE CONTROL, AND THEREFORE YOU CAN DRIVE A LOT FASTER. NOW IF OUR TRUCK WAS A TWO WHEEL DRIVE, WE COULD UPGRADE OUR AARMS THE SAME WAY WE DID IN THE REAR OF OUR TRUCK, BY CHANGING THE SPRING RATE. TWO WHEEL DRIVE TRUCKS USE A COIL SPRING LIKE THIS SITTING IN THE LOWER ARM. BY CHANGING OUT THE COIL SPRING, WE CAN CHANGE HOW THE SUSPENSION REACTS, GET MORE CONTROL, TRAVEL AT A HIGHER RATE OF SPEED. BUT ALL THAT CHANGES IN A FOUR WHEEL DRIVE. RIGHT IN THE MIDDLE OF THE TRUCK IS THE DIFFERENTIAL. TRAVELING DOWN EITHER SIDE ARE THE AXLE SAND THE STUB SHAFTS THAT TRAVEL RIGHT OVER THE MIDDLE OF THE AARM, HOOK UP TO THE TIRE AND THE WHEEL TO GIVE US OUR FOUR WHEEL DRIVE. THERE'S NO ROOM FOR A COIL SPRING IN THIS SYSTEM. AND FOR YEARS THIS WAS THE TYPE OF SUSPENSION YOU FOUND UNDERNEATH IFS FOUR WHEEL DRIVE TRUCKS. IT'S A TORSION BAR SUSPENSION. THERE'S A TORSION BAR THAT KEYS INTO THE BACK OF THE FRAME AND INTO THE LOWER CONTROL ARM. AS THE TIRE MOVES UP AND DOWN, IT IS THE SPRING IN THE SYSTEM, BASICALLY TWISTS AND UNTWISTS. THE PROBLEM IS UPGRADING A TORSION BAR SUSPENSION SYSTEM YOU REALLY ARE LIMITED. YOU CAN'T REALLY CHANGE THE SPRING RATE OF THAT TORSION BAR. NOW A FEW YEARS AGO MANUFACTURERS THREW AWAY TORSION BARS, CHANGED EVERYTHING, SWITCHED OVER TO COIL OVER SHOCKS. NOW THAT WAS IDEAL BECAUSE THERE'S ROOM FOR THE SHOCK AND ROOM FOR THE AXLE, AND YOU CAN EASILY UPGRADE THAT TYPE OF SUSPENSION. NOW WE'RE LUCKY BECAUSE WE GOT A FORD F-150, THAT MEANS THERE'S TONS OF AFTERMARKET COIL OVER KITS FOR US. THAT'S EXACTLY WHAT WE'RE GONNA DO. DITCH ALL OF THE SUSPENSION AND SWAP OVER TO COIL OVERS. BUT BEFORE WE DO THAT, WE NEED TO UPGRADE THE GEARS IN THIS CENTER SECTION TO MATCH OUR NEW REAR AXLE. TEARING DOWN AN INDEPENDENT FRONT SUSPENSION CENTER SECTION, IT'S A LOT DIFFERENT THAN WORKING ON A FULL SOLID AXLE. EVERYTHING IS HELD IN JUST A LITTLE BIT DIFFERENTLY. IF YOU GET CONFUSED, THE BEST THING TO DO IS GET A MANUAL OR LOOK IT UP ONLINE.

NOW WE'RE NOT GONNA INSTALL A LOCKER IN THE FRONT OF OUR TRUCK. WE DON'T NEED TO, WE'RE NOT BUILDING A ROCK CRAWLER, BUT WE ARE GONNA MATCH THE GEARS TO THE BACK AND INSTALL A MASTER OVERALL KIT JUST TO FRESHEN UP THAT FRONT DIFFERENTIAL. NOW THE GEARS ARE A YUKON 4.88 TO ONE AND IF YOU GUYS REMEMBER, WHEN WE BUILT THE REAR AXLE, WE INSTALLED A SET OF 4.86 TO ONE. NOW THE REASON THERE'S A GEAR RATIO DIFFERENCE THERE IS BECAUSE THE BACK OF THIS TRUCK IS A FORD NINE INCH AND IT NEVER WAS AVAILABLE IN THIS PARTICULAR MODEL. UP FRONT WE HAVE A FORD EIGHT POINT EIGHT. THE CLOSEST MATCHING RATIOS WE COULD GET WAS A 4.88 AND A 4.86. HONESTLY, WITH A DIFFERENCE OF DECIMAL ZEROTWO, YOU'RE NOT EVER GONNA NOTICE IT. YOUR CERTAINLY NOT GONNA PUT THIS TRUCK INTO FOUR WHEEL DRIVE ON DRY PAVEMENT. YOU'RE NEVER SUPPOSED TO DO THAT. SO WHEN YOU'RE OUT IN THE DIRT, A SMALL DIFFERENCE LIKE, NO PROBLEM AT ALL.

WITH THE NEW RING GEAR INSTALLED ON THE FACTORY CARRIER, THE PINION BEARINGS ARE PRESSED ON TO THE PINION. WITH THE PINION IN THE HOUSING, THE YOKE IS INSTALLED AND THE PINION NUT IS TIGHTENED. THIS CRUSHES THE CRUSH SLEEVE TO PROVIDE US WITH OUR PINION BEARING PRELOAD. WE'LL CHECK IT AND WE'VE GOT EXACTLY 15 INCH POUNDS. THEN THE DIFFERENTIAL IS DROPPED BACK INTO THE HOUSING AND A BASE AMOUNT OF SHIMS ARE INSTALLED BEHIND THE SIDE BEARING ON THE RING GEAR SIDE. AFTER A FEW ADJUSTMENTS WE'VE GOT IT PERFECT. FINALLY BACKLASH IS CHECKED. THEN THE AXLE IS COMPLETELY REASSEMBLED.

(ANNOUNCER)>> COMING UP, OUR IFS REBUILD CONTINUES WITH HEAVY DUTY CONTROL ARMS AND SPINDLES. CAN YOU SAY OVER ENGINEERED? PLUS TRACTION FOR THE STREET AND THE DIRT!

(IAN)>> WITH OUR FRONT AXLE REGEARED, WE CAN TURN OUR ATTENTION TO THE FRONT SUSPENSION. NOW SO FAR ON OUR F-150 WE'VE BEEN ABLE TO TRUMP THE RAPTOR AT EVERY TURN WITH THE PARTS THAT WE'VE THROWN AT IT. SO WE'RE NOT PULLING ANY PUNCHES WHEN IT COMES TO THE FRONT END. WE GOT A COMPLETELY NEW SUSPENSION SYSTEM FROM H&M MOTORSPORTS. NOW THIS IS WHAT'S CALLED A FABRICATED TROPHY TRUCK, OR PRERUNNER, TYPE SYSTEM. AS A MATTER OF FACT, THE GUYS AT H&M MOTORSPORTS HAVE BUILT F-150'S USING THIS EXACT SAME KIT AND RACED THEM IN THE BAJA 1,000. SO WE KNOW THAT THIS SETUP CAN HANDLE SOME SERIOUS ABUSE. NOW THE DESIGN IS VERY SIMILAR TO THE STOCK F-150. IT'S BOTH AN UPPER AND LOWER CONTROL ARM, BUT THEY ARE A 100 PERCENT FABRICATED PIECE MADE OUT OF CHROMOLY STEEL. ALL THE WEAR ITEMS LIKE BALL JOINTS HAVE BEEN REPLACED WITH THIS HEAVY DUTY UNIBALLS, WHICH ARE OBVIOUSLY A LOT STRONGER, AND IT HAS PROVISION FOR BOTH A COIL OVER AND A BYPASS SHOCK, MAKING THIS SUSPENSION SYSTEM COMPLETELY TUNABLE. NOW THE ARM IS PHYSICALLY LONGER THAN THE STOCK FORD SUSPENSION. THIS GIVES US MORE SUSPENSION TRAVEL BECAUSE IT MOVES THE WHEEL FURTHER AWAY FROM THE VEHICLE. AND THE UPPER ARM IS ALSO FULLY FABRICATED USING ROD ENDS INSTEAD OF STANDARD RUBBER BUSHINGS. THE KNUCKLE IS ALSO FULLY FABRICATED OUT OF CHROMOLY STEEL AND REUSES THE STOCK UNIT BEARING AND THE BRAKE ASSEMBLY, BUT IT COMPLETELY CHANGES THE STEERING SETUP. INSTEAD OF USING A TIE ROD END, IT USES A HEAVY DUTY TIE ROD AND REPLACES ALL THE TIE RODS WITH ROD ENDS. NOW THIS IS NOT A BOLT ON SUSPENSION KIT. THIS IS A 100 PERCENT REDESIGNED CUSTOM SUSPENSION SYSTEM. THERE'S GONNA BE A LOT OF WELDING, AND A LOT OF GRINDING INVOLVED TO GET THIS UNDERNEATH THE FRONT OF OUR F-150. BUT WHEN WE'RE ALL SAID AND DONE, THIS IS GONNA MAKE OUR FRONT END OUTPERFORM THE RAPTOR EVERY DAY OF THE WEEK. FOR THIS INSTALLATION WE'RE GONNA NEED A CLEAN FRAME RAIL. THAT MEANS EVERYTHING HAS TO GO, SHOCK MOUNT, THE BUMP STOP PAD, AND EVEN THE UPPER CONTROL ARM MOUNTS. ONCE THAT'S DONE, THE FRAME CAN BE GROUND SILKY SMOOTH. THEN THE HEIM JOINTS ARE ALIGNED IN THE UPPER AARM USING A PIECE OF ALL THREAD. THE AARM MOUNTS TO THE FRAME EXACTLY NINE AND ONEEIGHTHS OF AN INCH BACK FROM THE RADIATOR SUPPORT BODY MOUNT. THE LOWER ARM BOLTS INTO THE FACTORY LOCATION ON OUR F-150, AND FINALLY THE SPINDLE IS INSTALLED. OUR SUSPENSION SYSTEM IMPROVES THE VEHICLE'S WHEEL TRAVEL BY CHANGING THE LOCATION OF THE TIRE AND WHEEL. BY MOVING IT FURTHER AWAY FROM THE FRAME, IT ALLOWS IT TO TRAVEL GREATER DISTANCES. THE DOWNFALL IS BY MOVING IT AWAY, WE CAN NO LONGER USE ITEMS LIKE OUR FACTORY TIE ROD. AND THAT'S OKAY BECAUSE OUR KIT COMES WITH A NEW HEAVY DUTY TIE ROD, REPLACES ALL THE TIE ROD ENDS WITH HEIM JOINTS, AND IS MADE OUT OF DOM TUBING FOR STRENGTH. AT THE KNUCKLE END THERE'S HIGH MISALIGNMENT SPACERS TO ALLOW FOR MORE MOVEMENT IN THE JOINT WHEN THE SUSPENSION DROOPS OUT. AND ONCE THIS IS INSTALLED, WE'RE ALL DONE.

(ANNOUNCER)>> WITH OUR NEW BYPASS SETUP, WE'LL TUNE OUR SHOCKS IN SECONDS. IT'S LIKE TAKING A SUSPENSION TECH EVERYWHERE YOU GO WITHOUT HAULING AROUND THAT BIG TRUCK.

(IAN)>> NOW IF YOU GUYS REMEMBER, THE WHOLE POINT OF THIS TRUCK WAS TO OUTPERFORM A FORD RAPTOR AT EVERY TURN. AND ALTHOUGH THE FRONT SUSPENSION SYSTEM IS INSTALLED, WE'RE NOT DONE YET. WE STILL NEED A WAY TO HOLD THIS TRUCK UP IN THE AIR. FROM THE FACTORY IT USED TORSION BARS. WELL THE RAPTOR USES COIL OVERS AND THAT'S EXACTLY WHAT WE'RE GONNA PUT IN HERE. WHEN WE TEST DROVE OUR 2011 FORD RAPTOR TO GET THE INSPIRATION FOR THIS PROJECT, ONE THING WAS VERY EVIDENT, AND THAT WAS THE SHOCKS MADE THE SUSPENSION. IF YOU GUYS REMEMBER, ON THE FRONT OF THAT TRUCK WAS A WELL TUNED SINGLE COIL OVER SHOCK. WELL ON OUR HALF PRICE RAPTOR WE'RE TAKING IT ONE STEP FURTHER. WE GOT A COMPLETE FULL RACE SERIES SHOCK PACKAGE FROM BILSTEIN. NOW UP FRONT IS ONE OF THEIR 9,100 SERIES RACE SHOCKS. IT HAS A TWO AND HALF INCH BODY. IT'S SPECIFICALLY VALVED FOR THE SUSPENSION THAT'S UNDERNEATH THE F-150 AND SET UP FOR A DUAL RATE COIL SETUP TO ALLOW US TO TUNE IT A LITTLE BIT BETTER. BUT WHAT REALLY MAKES THIS SHOCK IMPORTANT IS WHAT'S INSIDE THE RESERVOIR. BILSTEIN INSTALLED A SECONDARY VALVING STACK IN EACH RESERVOIR. NOW THIS IS THE ACV, OR ANTI CAVITATION VALVE. THE PRIMARY PURPOSE OF THE ACV IS TO PREVENT ANY CAVITATION INSIDE THE SHOCK OIL WHEN YOU'RE DOING SOME SEVERE OFF ROADING, BUT THERE'S A SECONDARY BENEFIT FOR OUR TRUCK. NOW WE'RE GONNA DRIVE OUR F-150 ON THE STREET. BECAUSE OF THE LONG TRAVEL SUSPENSION, YOU SOMETIMES CAN GET A LOT OF BODY ROLL IN THE TRUCK WHEN YOU MAKE A CORNER. NOW BECAUSE THE ACV BECOMES ACTIVE DURING THAT FIRST INITIAL SHOCK/SHAFT MOVEMENT, IT CAN HELP TIGHTEN UP THAT SUSPENSION, REALLY IMPROVE THE ROAD MANNERS ON OUR TRUCK. NOW NOT TOO LONG AGO WE SPENT A DAY IN THE DIRT WITH THE GUYS FROM BILSTEIN DOING SOME TUNING. BASICALLY DRIVING A TRUCK, BREAKING DOWN THE COIL OVER SHOCK, CHANGING ALL THE VALVING STACKS INSIDE TO FINE TUNE IT TO MAKE IT RUN PERFECTLY. NOW ON OUR RAPTOR WE'RE DOING SOMETHING A LITTLE BIT DIFFERENT. WE'RE GONNA INSTALL WHAT ARE CALLED A BYPASS SHOCKS, BOTH FRONT AND REAR, A FORE TUBE UP FRONT, AND A LONGER FORE TUBE IN THE BACK. NOW THIS WILL LET US ADJUST OUR SHOCKS ON THE TRUCK. WE DON'T HAVE TO TAKE THEM OFF. THE BYPASS TUBE ALLOWS THE OIL TO BASICALLY SKIP PAST THE PISTON INSIDE THE SHOCK. THAT MEANS THAT WE CAN CHANGE HOW THE SHOCK REACTS AS THE PISTON IS MOVING THROUGH ITS STROKE. NOW THAT MEANS WHEN WE'RE OUT DRIVING THE TRUCK, IF WE DON'T LIKE HOW THE SUSPENSION'S WORKING, ALL WE HAVE TO DO IS PULL OVER TO THE SIDE OF THE ROAD, MAKE SOME FIND TUNE ADJUSTMENTS AT THE BYPASSES, TAKE IT OUT AND RUN IT THROUGH THE DIRT ONE MORE TIME. THIS IS JUST ONE MORE BENEFIT THAT WE'RE GONNA HAVE ON OUR TRUCK THAT THE RAPTOR DOESN'T. BOTH THE COIL OVER AND THE BYPASS MOUNT ONTO OUR LOWER AARM, AND THEN ARE ATTACHED TO OUR SHOCK HOOP. THE HOOP IS SET 11 INCHES FROM THE TOP OF THE FRAME RAIL TO THE BOTTOM OF THE HOOP, AND IT'S TACKED IN PLACE.

(IAN)>> OUR ENTIRE FRONT SUSPENSION SYSTEM IS ON THE TRUCK AND LOCKED INTO PLACE WITH SOME GOOD BEEFY TACK WELDS. WE DON'T WANT TO FINISH WELD ANYTHING YET UNTIL WE GET SOME TIRES AND WHEELS ON THERE, CYCLE THE SUSPENSION, AND CHECK FOR CLEARANCES ON ALL OF OUR SHOCKS. NOW WHEN YOU'RE BUILDING A RIG LIKE OUR F-150, YOU'VE GOT TO BE HONEST. IT'S NOT A ROCK CRAWLER, IT'S A GREAT DUAL PURPOSE TRUCK. YOU NEED A VERSATILE TIRE. THE TIRE THAT WE CHOSE IS THE NEW FALKEN WILD PEAK AT. WE CHOSE A 37 INCH TALL TIRE THAT'S 12 AND A HALF INCHES WIDE AND MOUNTED IT ON A 17 INCH WHEEL. NOW FALKEN SPENT A LOT OF TIME WORKING ON BOTH THE TIRE COMPOUND AND THE TREAD DESIGN ON THESE TIRES MAKING THEM GREAT DUAL PURPOSE TIRES. THE CLOSE KNIT TREAD WILL MAKE IT NICE, LONG LASTING ON THE ROAD. BUT ALL THE OPENINGS IN THE TREAD BLOCK, THEY'RE JUST LIKE LITTLE TEETH JUST TEARING AT THE DIRT WHEN YOU DROP OFF THE ROAD LOOKING FOR SOME FUN IN THE SAND. IT ALSO HAS A VERY STRONG THREE PLY SIDEWALL TO PROTECT IT WHEN YOU'RE OFF ROAD. NOW THE WHEEL IS A 17 INCH RACELINE HEAVY DUTY ALUMINUM WHEEL. NOW WE CHOSE THIS WHEEL BECAUSE THIS NICE, AGGRESSIVE STYLING COATED IN THIS BLACK POWDER COAT WILL WORK GREAT WITH OUR F-150'S PAINT. BUT MORE IMPORTANTLY, WE CHOSE IT BECAUSE OF THE NAME. IT'S CALLED THE RAPTOR!

YOU GUYS MAY HAVE NOTICED THE WHEEL ADAPTERS THAT THE PREVIOUS OWNER INSTALLED ON THIS TRUCK. THAT WAS REALLY POPULAR FOR THIS MODEL OF FORD BECAUSE IN THE '90'S FORD SWITCHED OVER TO A METRIC BOLT CIRCLE. AND BY ADAPTING IT OUT TO THIS FIVE ON FIVE AND A HALF IT JUST MADE FINDING AFTERMARKET WHEELS A LOT EASIER. NOW THE PROBLEM WE HAVE IS WE WANT THE FIVE ON FIVE AND A HALF BOLT PATTERN TO MATCH OUR CUSTOM REAR AXLE, BUT WE DO NOT WANT THE WHEEL ADAPTER. IT IS DEFINITELY A FAILURE POINT IN THE FRONT SUSPENSION. SO THE FIX IS SIMPLE. WE'RE GONNA LEAVE IT ON THERE FOR NOW FOR MOCK UP. THEN LATER ON WE'LL TEAR IT OFF, WE'LL MACHINE A NEW ROTOR AND A NEW UNIT BEARING, PRESS IN SOME STUDS IN THAT FIVE ON FIVE AND A HALF PATTERN, AND WE'LL BE GOOD TO GO.

HEAVY, SO WITH ALL THE WORK WE'VE DONE, HOW'S OUR BUDGET DOING? WELL WE PICKED UP THE TRUCK FOR $4,000. CUSTOM WHEELS AND TIRES KNOCKING ON THE DOOR OF $2,100. OUR REAR AXLE AND THIRD MEMBER WAS $4,200 DOLLARS. THE REAR SUSPENSION, $500 BUCKS. FRONT SUSPENSION, $5,400 DOLLARS. REAR GEAR THE FRONT AXLE, $300 BUCKS. AND OUR SHOCK PACKAGE FOR ALL FOUR CORNERS CAME IN AT $3,500 DOLLARS. THAT PUTS OUR TOTAL RIGHT AT $20,000. NOW THAT LEAVES US JUST AROUND $10,000 TO COMPLETELY FINISH OUT THIS TRUCK IF WE WANT TO KEEP IT HALF THE PRICE OF A FORD RAPTOR. AND THAT'S NOT BAD BECAUSE WE JUST HAVE TO DEAL WITH THE STYLING ISSUES OF THE FRONT END, MAKE IT LOOK LIKE A RAPTOR, SOME UPGRADES INSIDE, BUT MOST IMPORTANTLY WE HAVE TO ADD MORE POWER UNDERNEATH THE HOOD. WHEN YOU WANT TO DO THAT ON A BUDGET THERE'S ONLY ONE WAY TO DO IT. THAT MEANS A TRIP TO THE JUNKYARD. THAT'S EXACTLY WHAT WE'LL DO NEXT TIME. WE'LL PULL THE CAB OFF THIS TRUCK, PUT A NEW POWER PLANT IN THIS THING THAT DELIVERS THE POWER THAT THIS TRUCK NOW DESERVES. WE'LL BE RIPPING THROUGH THE DIRT, THIS TIME IT'LL BE HUNTING THE RAPTOR. FOR DETAILS ON ANY OF THE PRODUCTS SEEN IN TODAY'S EPISODE, HEAD ON OVER TO POWERBLOCK TV DOT COM.
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