not to knock your product, but when you want to keep your vehicle as low as possible while still keeping your suspension as flexible and compliant as possible, wouldnt all that added height be more of an issue than advantage?
im just thinking outloud../.
Is that why you run 35's on a 14 bolt FF?? :goodfinge
Seriously, I found the extra ground clearance to be a huge advantage. Here I am for the first time on Rausch rock creek. I was taking it easy, but I hit nothing but my rear bumper twice on one of the hardest area in that park.
I've only been on rock creek one more time, because it is honestly not hard at all and almost boring with the amount of clearance I have. Would like to see a KOH type race across that, portals would rule..........
http://luxjo.supermotors.net/RAUSCH CREEK/10 APR 05/MOV01857.MPG
One of the early bronco guys I wheel with who has a comp buggy that weighs in just over 3000 lbs and is on 37 crawlers, regularly kicks my arse even with less clearance, since he is light enough to drag himself over rocks. Fullsize broncs just don't drag well, in my experience.
I do have less susp travel and flex than a rig with the same lift/tires without portals. Reps rig is set up just like mine (very close lift, both running 42 IROKS), cept I have portals. He outflexes me like mad, but I get farther than him :toothless (usually). Occasionally I flop over from lack of susp travel though.
I would think being able to order the portals to your spec, you could minimize the problems for installation I had with the 404's, but you can't get away from the axle tube being closer the the frame (and motor/oil pan in front) than a std axle. My next build may very well have the frame restructured in the front
and the back to address this problem.
The other thing to address is you need super stout suspension due to the axle wrap. I've ripped out/off most of what holds the mogs in (links, traction bar, track bar, frame brackets, etc..) and had to redesign and beef up most of it substantially.
Found some info on portal tek prices off pirates.
"basic layout is this-
$12k for a pair ready to run with all 4340 shafts, choice of CV's or CTM u joints, wilwood brakes, drive flanges or warn hubs, and choice of gear ratios, wheel pattern, width and offset and hi steer arms and 1350 prop shaft yokes.
options up from there are 300M shafts, cryo work, CTIS, big brakes, gun drilling, custom steering setups.
stub hubs are on the way."
For reference, I have about $5500 in my 404's and I'm sure they are not as strong (although I have broke nothing on them hammering them fairly hard over 3 years now) as portel teks. I expect my 406's to come in right around that price depending upon if I have to have the diff housing reworked again to get the diff in the correct "ford" spot up front. I will not be going 8 lug conversion this time and the 406's I have are already disk brake, which I plan on cutting down the rotors to fit my 16.5 hummer beadlocks. The 406's I would expect to be on par in strength with portal teks, but at a weight penalty of 3-400 lbs each.
