tadd
Registered User
Howdy all. Buddy of mine who runs around here, mike, suggested there might be some interest in the cleaning up and tweaking of a mog.
So, here we go....patient is a 1984 Unimog 406 imported Case inc.
Was bought by the US government to work on the locks at harpers ferry MD/VA.
Highlight Specs are:
110 hp OM356, 20 speed cascade transmission, air lockers (front, rear, and center), air over hydro disk brakes (twin single calipers up front), 2 speed PTO front and rear, two circuit hydraulics F/R, optional high flow hydraulics rear...since it was originally ordered with a crane.
Right when I purchased it needed new shoes. Conti ACs in 405/70-20 which I found in Nebraska at at co-op for $200 each, a steal at $200 each, mounted on custom split rim internal bead locks (stazworks).
Other than fluids, that’s been it till recently and it’s just been driven, however things have gotten to the point it’s needing some love in the maintenance department that will most likely lead to a bunch of upgrades over time.
American trucks get money lavished on them to improve off road capability. You spend money on a mog to make it road worthy! As mike likes to tell me, its basically a high speed (55 mph tops currently) tractor. There are optional ring and pinion sets as well as portal gears to up the drive ratio (speed). This is a pricey option. Its several thousand for the parts alone and that will get you 70-85 mph depending. Most folks just turn up the governor on the pump and use the next size up tire to get 60ish for the highway.
I’ll follow with the work done so far in following posts which has been tweaking of the hubs for the aftermarket wheels and a new fuel tank (from an MRAP) w/DIY mounts. In progress is welding up a header for a disco-potato turbo (Garret GT2860RS), cab lift, and some rewiring.
So, here we go....patient is a 1984 Unimog 406 imported Case inc.
Was bought by the US government to work on the locks at harpers ferry MD/VA.
Highlight Specs are:
110 hp OM356, 20 speed cascade transmission, air lockers (front, rear, and center), air over hydro disk brakes (twin single calipers up front), 2 speed PTO front and rear, two circuit hydraulics F/R, optional high flow hydraulics rear...since it was originally ordered with a crane.
Right when I purchased it needed new shoes. Conti ACs in 405/70-20 which I found in Nebraska at at co-op for $200 each, a steal at $200 each, mounted on custom split rim internal bead locks (stazworks).
Other than fluids, that’s been it till recently and it’s just been driven, however things have gotten to the point it’s needing some love in the maintenance department that will most likely lead to a bunch of upgrades over time.
American trucks get money lavished on them to improve off road capability. You spend money on a mog to make it road worthy! As mike likes to tell me, its basically a high speed (55 mph tops currently) tractor. There are optional ring and pinion sets as well as portal gears to up the drive ratio (speed). This is a pricey option. Its several thousand for the parts alone and that will get you 70-85 mph depending. Most folks just turn up the governor on the pump and use the next size up tire to get 60ish for the highway.
I’ll follow with the work done so far in following posts which has been tweaking of the hubs for the aftermarket wheels and a new fuel tank (from an MRAP) w/DIY mounts. In progress is welding up a header for a disco-potato turbo (Garret GT2860RS), cab lift, and some rewiring.
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