VOLUME XIII, ISSUE 2 - MAY- JUNE, 2018
MoparMax covers all automotive things Mopar. A new issue of MoparMax.com is published on or around the 15th of each month and is updated throughout the month.
CEO, Jeff Burk
Editor & Publisher, Richard Kratz
Managing Editor, COO Kay Burk
Contributing Editor, Chuck Green, Chris Holley, Jennifer Caputo-Armstrong, Mark A. Posner
Contributing Writers, Jim Baker, Steve Magnante, Geoff Stunkard, Matt Strong, Mark A. Posner
Senior Photographer - Ron Lewis
Contributing Photographers - Tim Marshall, Dennis Mothershed
Published by Racing Net Source LLC, 607 Seib Drive, O'Fallon, MO 63366 - Phone: 636.272.6301
Racing Net Source LLC is licensed to use MOPAR, a trademark of Chrysler Group LLC, in the title of the magazine MOPAR MAX. No other connection with Chrysler Group LLC is expressed or implied. The editorial opinions are those of the publisher and do not necessarily represent the views of Chrysler Group LLC.
DIRECTOR OF OPERATIONS
Director: Casey Araiza
Director: Dave Ferrato
Webmonkey: Axel G.
Production Monkey: Axel G.
Racing Net Source LLC
607 Seib Drive
O'Fallon, MO 63366
Editor & Publisher
CEO Jeff Burk
COO Kay Burk
DIRECTOR OF OPERATIONS
Director: Casey Araiza
Director: Dave Ferrato
Contact: Casey Araiza
Capps gets 300th win for Don ...
It was a Father’s Day to remember for Mopar Dodge//SRT drivers ...
Barnett resets leaf-spring E.T. records
Lyle Barnett, who's been resetting his own leaf-spring Elapsed Time records ...
Meet Jennifer Caputo-Armstrong ...
Jennifer Caputo-Armstrong of Mopar Max’s drag racing team will appear along ...
DAY ONE: FOUR-POST LIFT
Text and photos by Chris Holley
Day one started with the arrival of the four-post lift. The large lift parts were well protected in several layers of cardboard and wrapped in plastic (and covered in a layer of snow, got to love Pennsylvania winters). As each post was unloaded from the trailer and laid on the shop floor, we noted that each post had arrived in great condition. There were no scratches, dents, or damage to any of the posts or cross tubes. The two runways were in the same excellent condition. Additional components that accompanied the lift were packaged in several boxes. Included in the boxes were several cables, hydraulic tubing, air hoses and fittings, and two bridge jacks.
The Bendpak four-post lift was the first to arrive. It was delivered with the runways on a special purpose trailer and the posts and related parts were loaded into the pickup truck for transport. Every part of the lift was covered in several layers of cardboard and then wrapped in plastic to protect the lift components during the shipping process from California to Pennsylvania. All the four-post lift components arrived without any damage concerns. The Ultra-High Molecular weight (UHMW) Polyethylene glide blocks (sixteen in total) where removed from the box and installed on each end (four per end) of both of the runway cross tubes. Each post cap will be installed at the top of each post. These provide the anchor for the cables and the adjustable safety lock tracks.
Burkhard von Schmeling slips one end of a runway cross tube into a post. Each end of the runway cross tube had to be slid into a post, and then the posts with the cross tube were able to be erected into an upright position. Four of the UHMW Polyethylene glide blocks have been installed onto the cross tube. These glide blocks will guide the cross tube up and down the inside of the post, and once fully assembled, they will provide a channel for the adjustable safety lock tracks. The posts have now been set upright. In the photo artright, the air lock mechanism can be seen slipped into the post. Looking closely, the UHMW Polyethylene glide blocks and channels can be seen. Later in the installation, air lines will have to be run to each air lock mechanism. The air moves the lock and frees the cross tube from the adjustable safety lock tracks, so the lift can be lowered.
The second pair of posts with the attached cross tube was erected. With all four posts up, the runway distance was measured, and the post assemblies were spaced apart from each other the runway length. Raising the assembly required at least two workers (one at each post).
The adjustable safety lock tracks had to be guided into place in each post. Each cross tube was raised approximately 30” off the floor. The post caps are on the floor next to the posts. These were put in place at the top of each post when each cable was run later in the installation.
The additional hardware required to complete the installation of the lift included runway bolts, clips, motor mounting fasteners, and post leveling shims. Airlines and fittings had to be run to each air lock mechanism. This procedure would be completed much later in the assembly of the lift.
Four cables of varying lengths would have to be run from each corner post to the hydraulic ram. The lengths differ based upon the distance from the post to the ram.
The driver side runway houses the hydraulic ram. The ram had to be extended, so a tie strap was employed to pull the ram to the maximum extended position. Extending the ram while the runway was still on the trailer (and upside down) was easier than trying to extend the ram when the ram was in place on the cross tubes. While the runway was upside down, the king pins and cable sheaves were removed to allow easier installation of the cables that would be installed at a later point of the assembly. The hydraulic line was run to the ram. Several channeling tabs on the underside of the runway prevent the hydraulic line from interfering with any moving parts under the runway.
A series of air fittings and air lines had to be run to each air lock mechanism. Plastic tubing was run through channels to each fitting. At any intersecting point, a fitting such as this was employed. All the fittings were lightly torqued, so the plastic seal was not crushed. At the front end of each runway, a stop plate was attached to the lift. A pin secured the stop plate to the runway. The pin can be removed if necessary. At the other end of each runway, there were ramps installed. These ramps can also be removed if necessary.
Each cable had a threaded end that was pushed through each post cap and a nut was threaded onto each cable. With the cables routed, the sheaves and kingpins were installed in a systematic fashion until the cables were all loosely installed to the hydraulic ram.
Proper adjustment of the cables is a requirement. Once properly adjusted, the cables should provide years of trouble-free service. If necessary, the cables can be readjusted to compensate for cable stretch.
With the four-post lift assembled, the bridge jacks were installed. The bridge jacks are very heavy, so some wrestling was necessary to line up each jack’s rollers with the guide channels on the runways.
We ordered the caster kit for our four-post lift. A caster attaches to each post, and with the runways lowered the cross tubes rest on the casters’ frame and the posts are lifted about 2” off the floor. The entire lift can be moved throughout the garage. The lift movement is similar to moving around an enormous creeper.
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