New Torsion bars from Manny
- Thread starter les burt
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No. Not the same. Same diameter and length, a bit stronger than originals.
Less money than Peter's by a bit. I was at Manny's yesterday and saw them
in boxes. I am going to go home and recheck my pricing I guess. Manny and I
discussed transmissions and modifications that he does that make his units
more durable than other rebuilds. He has come up with a modification to the
lower control arm ball joint mount to provide more clearance for the boots
on his 1 ton units. It should help. He and I both noted that there is a
difference in shock absorber length between KYB and Bilsteins. The
Bilsteins are a bit longer and allow the lower control arms to move
farther. In some cases they will interfere with the outer boots. Do not
raise the front end by the front crossmember and let the control arms hang
down fully extended, then run the coach. You might ruin the outer boots if
you do this. Support under the control arms.
Jim Hupy
Gordon just posted on facebook
New manufactured torsion bars which are 110% OEM strength are now available
from Manny for $635.
Are these the same as Peter Huber's units?
Les Burt
Montreal
'75 Eleganza 26'
The EWIP (Eternal Work In Progress)
_______________________________________________
GMCnet mailing list
Unsubscribe or Change List Options:
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Less money than Peter's by a bit. I was at Manny's yesterday and saw them
in boxes. I am going to go home and recheck my pricing I guess. Manny and I
discussed transmissions and modifications that he does that make his units
more durable than other rebuilds. He has come up with a modification to the
lower control arm ball joint mount to provide more clearance for the boots
on his 1 ton units. It should help. He and I both noted that there is a
difference in shock absorber length between KYB and Bilsteins. The
Bilsteins are a bit longer and allow the lower control arms to move
farther. In some cases they will interfere with the outer boots. Do not
raise the front end by the front crossmember and let the control arms hang
down fully extended, then run the coach. You might ruin the outer boots if
you do this. Support under the control arms.
Jim Hupy
Gordon just posted on facebook
New manufactured torsion bars which are 110% OEM strength are now available
from Manny for $635.
Are these the same as Peter Huber's units?
Les Burt
Montreal
'75 Eleganza 26'
The EWIP (Eternal Work In Progress)
_______________________________________________
GMCnet mailing list
Unsubscribe or Change List Options:
http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
A note from Gordon
Regarding the "new" modification to the i Ton lower control arm so the boots don't get torn on the ball joint bolt heads. Firstly this happened
because a very soft boot (supplied by Applied GMC) sagged under centrifugal force from grease in it, hit the hex head bolts and tore. This "new"
modification took place at least two years ago, if not three? A smaller in diameter, stiffer boot was used and carriage bolts with a smooth head were
used at that time. I have been carrying a supply of the new spare boots for anyone needing them since that time.
--
1973 26'-3 # 1460 Parrot green Seqouia Known as the Big Mean Green Machine,
And just sold my 1973 26'-2 # 581 White Canyon lands under the name Dobbelt trøbbel
in Norway
Regarding the "new" modification to the i Ton lower control arm so the boots don't get torn on the ball joint bolt heads. Firstly this happened
because a very soft boot (supplied by Applied GMC) sagged under centrifugal force from grease in it, hit the hex head bolts and tore. This "new"
modification took place at least two years ago, if not three? A smaller in diameter, stiffer boot was used and carriage bolts with a smooth head were
used at that time. I have been carrying a supply of the new spare boots for anyone needing them since that time.
--
1973 26'-3 # 1460 Parrot green Seqouia Known as the Big Mean Green Machine,
And just sold my 1973 26'-2 # 581 White Canyon lands under the name Dobbelt trøbbel
in Norway
The carriage bolt fix was at least 3 years ago. The lowered ball joint
perch is new with the current release. Boot over greasing is not the
problem with the 1 ton, but it sure is with OEM style axles.
Jim Hupy
> A note from Gordon
>
> Regarding the "new" modification to the i Ton lower control arm so the
> boots don't get torn on the ball joint bolt heads. Firstly this happened
> because a very soft boot (supplied by Applied GMC) sagged under
> centrifugal force from grease in it, hit the hex head bolts and tore. This
> "new"
> modification took place at least two years ago, if not three? A smaller in
> diameter, stiffer boot was used and carriage bolts with a smooth head were
> used at that time. I have been carrying a supply of the new spare boots
> for anyone needing them since that time.
> --
> 1973 26'-3 # 1460 Parrot green Seqouia Known as the Big Mean Green Machine,
> And just sold my 1973 26'-2 # 581 White Canyon lands under the name
> Dobbelt trøbbel
> in Norway
>
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
perch is new with the current release. Boot over greasing is not the
problem with the 1 ton, but it sure is with OEM style axles.
Jim Hupy
> A note from Gordon
>
> Regarding the "new" modification to the i Ton lower control arm so the
> boots don't get torn on the ball joint bolt heads. Firstly this happened
> because a very soft boot (supplied by Applied GMC) sagged under
> centrifugal force from grease in it, hit the hex head bolts and tore. This
> "new"
> modification took place at least two years ago, if not three? A smaller in
> diameter, stiffer boot was used and carriage bolts with a smooth head were
> used at that time. I have been carrying a supply of the new spare boots
> for anyone needing them since that time.
> --
> 1973 26'-3 # 1460 Parrot green Seqouia Known as the Big Mean Green Machine,
> And just sold my 1973 26'-2 # 581 White Canyon lands under the name
> Dobbelt trøbbel
> in Norway
>
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
Jim,
Why in the world would anyone put grease in a CV joint boot on any vehicle?
Regards,
Rob M.
The Pedantic Mechanic
USAussie - Downunder
AUS '75 Avion - The Blue Streak TZE365V100428
USA '75 Avion - Double Trouble TZE365V100426
USA '77 Kingsley - TZE 267V100808
-----Original Message-----
From: Gmclist [mailto:gmclist-bounces] On Behalf Of James Hupy
Sent: Thursday, November 24, 2016 9:09 AM
To: gmclist
Subject: Re: [GMCnet] New Torsion bars from Manny
The carriage bolt fix was at least 3 years ago. The lowered ball joint
perch is new with the current release. Boot over greasing is not the
problem with the 1 ton, but it sure is with OEM style axles.
Jim Hupy
Why in the world would anyone put grease in a CV joint boot on any vehicle?
Regards,
Rob M.
The Pedantic Mechanic
USAussie - Downunder
AUS '75 Avion - The Blue Streak TZE365V100428
USA '75 Avion - Double Trouble TZE365V100426
USA '77 Kingsley - TZE 267V100808
-----Original Message-----
From: Gmclist [mailto:gmclist-bounces] On Behalf Of James Hupy
Sent: Thursday, November 24, 2016 9:09 AM
To: gmclist
Subject: Re: [GMCnet] New Torsion bars from Manny
The carriage bolt fix was at least 3 years ago. The lowered ball joint
perch is new with the current release. Boot over greasing is not the
problem with the 1 ton, but it sure is with OEM style axles.
Jim Hupy
You would just have to ask the idiots that do it. It is the same mentality
that fills the rear spindles with grease along with the nut covers. Sure a
gory mess to clean up.
Jim Hupy
Salem, Or
78 GMC ROYALE 403
> Jim,
>
> Why in the world would anyone put grease in a CV joint boot on any vehicle?
>
> Regards,
> Rob M.
> The Pedantic Mechanic
> USAussie - Downunder
> AUS '75 Avion - The Blue Streak TZE365V100428
> USA '75 Avion - Double Trouble TZE365V100426
> USA '77 Kingsley - TZE 267V100808
>
>
> -----Original Message-----
> From: Gmclist [mailto:gmclist-bounces] On Behalf Of James
> Hupy
> Sent: Thursday, November 24, 2016 9:09 AM
> To: gmclist
> Subject: Re: [GMCnet] New Torsion bars from Manny
>
> The carriage bolt fix was at least 3 years ago. The lowered ball joint
> perch is new with the current release. Boot over greasing is not the
> problem with the 1 ton, but it sure is with OEM style axles.
> Jim Hupy
>
>
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
that fills the rear spindles with grease along with the nut covers. Sure a
gory mess to clean up.
Jim Hupy
Salem, Or
78 GMC ROYALE 403
> Jim,
>
> Why in the world would anyone put grease in a CV joint boot on any vehicle?
>
> Regards,
> Rob M.
> The Pedantic Mechanic
> USAussie - Downunder
> AUS '75 Avion - The Blue Streak TZE365V100428
> USA '75 Avion - Double Trouble TZE365V100426
> USA '77 Kingsley - TZE 267V100808
>
>
> -----Original Message-----
> From: Gmclist [mailto:gmclist-bounces] On Behalf Of James
> Hupy
> Sent: Thursday, November 24, 2016 9:09 AM
> To: gmclist
> Subject: Re: [GMCnet] New Torsion bars from Manny
>
> The carriage bolt fix was at least 3 years ago. The lowered ball joint
> perch is new with the current release. Boot over greasing is not the
> problem with the 1 ton, but it sure is with OEM style axles.
> Jim Hupy
>
>
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
Jim,
My thoughts exactly.
Regards,
Rob M.
The Pedantic Mechanic
USAussie - Downunder
AUS '75 Avion - The Blue Streak TZE365V100428
USA '75 Avion - Double Trouble TZE365V100426
USA '77 Kingsley - TZE 267V100808
-----Original Message-----
From: Gmclist [mailto:gmclist-bounces] On Behalf Of James Hupy
Sent: Thursday, November 24, 2016 9:41 AM
To: gmclist
Subject: Re: [GMCnet] New Torsion bars from Manny
You would just have to ask the idiots that do it. It is the same mentality
that fills the rear spindles with grease along with the nut covers. Sure a
gory mess to clean up.
Jim Hupy
My thoughts exactly.
Regards,
Rob M.
The Pedantic Mechanic
USAussie - Downunder
AUS '75 Avion - The Blue Streak TZE365V100428
USA '75 Avion - Double Trouble TZE365V100426
USA '77 Kingsley - TZE 267V100808
-----Original Message-----
From: Gmclist [mailto:gmclist-bounces] On Behalf Of James Hupy
Sent: Thursday, November 24, 2016 9:41 AM
To: gmclist
Subject: Re: [GMCnet] New Torsion bars from Manny
You would just have to ask the idiots that do it. It is the same mentality
that fills the rear spindles with grease along with the nut covers. Sure a
gory mess to clean up.
Jim Hupy
A further Question to Manny's Torsion Bar. On Facebook one of the parts guys that posted claimed that Mannys Bars were longer so the did not fall
out of the Pork Chop or Control Arm socket. Is there something wrong with Peters Bars. I have a set that is not installed yet and now I have a
concern!!! Are they too short? What is the real difference. They too were supposed to be 10% more strength and they were made by the same company.
(J. Huffy just said Same Length and diameter ???)
I will measure them tomorrow and post my length.
Now Im Confused (sure would hate to have a set of Duds in my hands. However I'm pretty confident in Peters Work and would not have expected a
problem.
Any Comments??
Regarding the Outer boots on the 1 ton, My boots also expanded and began to rub on the ball joint bolts and tear. I DID NOT ADD Grease. The
boots material were not compatible with the grease that was originally installed in the CV Joint and made them very very soft and then expanded. I
Replaced the Boots with aftermarket and that solved the problem.
Later on, Manny Helped by supporting his product and providing me replacement parts to rebuild the problems!!
Regards
New CV Boots
Swelled CV Boots
Swelled CV Boots
--
John and Cathie Heslinga
1974 Canyonlands 260
455, Manny tranny and 1 ton, 3:70 LS,
Red Seal Journeyman, DTE, BEd. MEd.
Edmonton, Alberta
out of the Pork Chop or Control Arm socket. Is there something wrong with Peters Bars. I have a set that is not installed yet and now I have a
concern!!! Are they too short? What is the real difference. They too were supposed to be 10% more strength and they were made by the same company.
(J. Huffy just said Same Length and diameter ???)
I will measure them tomorrow and post my length.
Now Im Confused (sure would hate to have a set of Duds in my hands. However I'm pretty confident in Peters Work and would not have expected a
problem.
Any Comments??
Regarding the Outer boots on the 1 ton, My boots also expanded and began to rub on the ball joint bolts and tear. I DID NOT ADD Grease. The
boots material were not compatible with the grease that was originally installed in the CV Joint and made them very very soft and then expanded. I
Replaced the Boots with aftermarket and that solved the problem.
Later on, Manny Helped by supporting his product and providing me replacement parts to rebuild the problems!!
Regards
New CV Boots
Swelled CV Boots
Swelled CV Boots
--
John and Cathie Heslinga
1974 Canyonlands 260
455, Manny tranny and 1 ton, 3:70 LS,
Red Seal Journeyman, DTE, BEd. MEd.
Edmonton, Alberta
As I understand so are the ones from Peter, Jim H and Manny from the same manufacturer but Manny is selling his with little or no mark up to support
the community due to the problems he experienced with the ones from Peter, Manny did also make / figured out the improvements on the new torsion bar.
(Uhm.. Do NOT shoot the messenger)
Les Burt[1
>
> New manufactured torsion bars which are 110% OEM strength are now available from Manny for $635.
>
> Are these the same as Peter Huber's units?
>
> Les Burt
> Montreal
> '75 Eleganza 26'
> The EWIP (Eternal Work In Progress)
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
--
1973 26'-3 # 1460 Parrot green Seqouia Known as the Big Mean Green Machine,
And just sold my 1973 26'-2 # 581 White Canyon lands under the name Dobbelt trøbbel
in Norway
the community due to the problems he experienced with the ones from Peter, Manny did also make / figured out the improvements on the new torsion bar.
(Uhm.. Do NOT shoot the messenger)
Les Burt[1
>
> New manufactured torsion bars which are 110% OEM strength are now available from Manny for $635.
>
> Are these the same as Peter Huber's units?
>
> Les Burt
> Montreal
> '75 Eleganza 26'
> The EWIP (Eternal Work In Progress)
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
--
1973 26'-3 # 1460 Parrot green Seqouia Known as the Big Mean Green Machine,
And just sold my 1973 26'-2 # 581 White Canyon lands under the name Dobbelt trøbbel
in Norway
John,
I have no idea how long Peter's or Manny's torsion bars are; I DO KNOW that if you follow the torsion bar installation procedure in
MM X-7525 for OEM torsion bars and OEM front suspension with OEM lower control arms and push the torsion bar through the pork chop
fully until it is up against the rear of the cross member that the pork chop sits in the forward end of the torsion bar will be
located in the middle of the hexagonal socket in the lower cross member in line with the reinforcement of that socket AND they won't
fall out of the pork chop. Whoops; that may be incorrect! I can only say that the ones in Double Trouble haven't in 80,000 miles!
Regards,
Rob M.
The Pedantic Mechanic
USAussie - Downunder
AUS '75 Avion - The Blue Streak TZE365V100428
USA '75 Avion - Double Trouble TZE365V100426
USA '77 Kingsley - TZE 267V100808
-----Original Message-----
From: Gmclist [mailto:gmclist-bounces] On Behalf Of John Heslinga
Sent: Thursday, November 24, 2016 6:57 PM
To: gmclist
Subject: Re: [GMCnet] New Torsion bars from Manny
A further Question to Manny's Torsion Bar. On Facebook one of the parts guys that posted claimed that Mannys Bars were longer so
the did not fall out of the Pork Chop or Control Arm socket. Is there something wrong with Peters Bars. I have a set that is not
installed yet and now I have a concern!!! Are they too short? What is the real difference. They too were supposed to be 10% more
strength and they were made by the same company. (J. Huffy just said Same Length and diameter ???)
I will measure them tomorrow and post my length.
Now Im Confused (sure would hate to have a set of Duds in my hands. However I'm pretty confident in Peters Work and would not
have expected a problem.
Any Comments??
Regarding the Outer boots on the 1 ton, My boots also expanded and began to rub on the ball joint bolts and tear. I DID NOT
ADD Grease. The boots material were not compatible with the grease that was originally installed in the CV Joint and made them
very very soft and then expanded. I Replaced the Boots with aftermarket and that solved the problem.
Later on, Manny Helped by supporting his product and providing me replacement parts to rebuild the problems!!
Regards
New CV Boots
Swelled CV Boots
Swelled CV Boots
--
John and Cathie Heslinga
1974 Canyonlands 260
455, Manny tranny and 1 ton, 3:70 LS,
Red Seal Journeyman, DTE, BEd. MEd.
Edmonton, Alberta
I have no idea how long Peter's or Manny's torsion bars are; I DO KNOW that if you follow the torsion bar installation procedure in
MM X-7525 for OEM torsion bars and OEM front suspension with OEM lower control arms and push the torsion bar through the pork chop
fully until it is up against the rear of the cross member that the pork chop sits in the forward end of the torsion bar will be
located in the middle of the hexagonal socket in the lower cross member in line with the reinforcement of that socket AND they won't
fall out of the pork chop. Whoops; that may be incorrect! I can only say that the ones in Double Trouble haven't in 80,000 miles!
Regards,
Rob M.
The Pedantic Mechanic
USAussie - Downunder
AUS '75 Avion - The Blue Streak TZE365V100428
USA '75 Avion - Double Trouble TZE365V100426
USA '77 Kingsley - TZE 267V100808
-----Original Message-----
From: Gmclist [mailto:gmclist-bounces] On Behalf Of John Heslinga
Sent: Thursday, November 24, 2016 6:57 PM
To: gmclist
Subject: Re: [GMCnet] New Torsion bars from Manny
A further Question to Manny's Torsion Bar. On Facebook one of the parts guys that posted claimed that Mannys Bars were longer so
the did not fall out of the Pork Chop or Control Arm socket. Is there something wrong with Peters Bars. I have a set that is not
installed yet and now I have a concern!!! Are they too short? What is the real difference. They too were supposed to be 10% more
strength and they were made by the same company. (J. Huffy just said Same Length and diameter ???)
I will measure them tomorrow and post my length.
Now Im Confused (sure would hate to have a set of Duds in my hands. However I'm pretty confident in Peters Work and would not
have expected a problem.
Any Comments??
Regarding the Outer boots on the 1 ton, My boots also expanded and began to rub on the ball joint bolts and tear. I DID NOT
ADD Grease. The boots material were not compatible with the grease that was originally installed in the CV Joint and made them
very very soft and then expanded. I Replaced the Boots with aftermarket and that solved the problem.
Later on, Manny Helped by supporting his product and providing me replacement parts to rebuild the problems!!
Regards
New CV Boots
Swelled CV Boots
Swelled CV Boots
--
John and Cathie Heslinga
1974 Canyonlands 260
455, Manny tranny and 1 ton, 3:70 LS,
Red Seal Journeyman, DTE, BEd. MEd.
Edmonton, Alberta
Thanks Rob
That installation instruction is how I remember and the torsional pressure keeps parts in proper relation. I'm OK with that.
Burton is also saying that Mannys is different to Solve the problem that Manny was having with the Peter Huber Bars.
So that stiLl begs the question to Whats the Differenc? and what is the problem that's being solved with those differences. I need to know before I
install mine.
--
John and Cathie Heslinga
1974 Canyonlands 260
455, Manny tranny and 1 ton, 3:70 LS,
Red Seal Journeyman, DTE, BEd. MEd.
Edmonton, Alberta
That installation instruction is how I remember and the torsional pressure keeps parts in proper relation. I'm OK with that.
Burton is also saying that Mannys is different to Solve the problem that Manny was having with the Peter Huber Bars.
So that stiLl begs the question to Whats the Differenc? and what is the problem that's being solved with those differences. I need to know before I
install mine.
--
John and Cathie Heslinga
1974 Canyonlands 260
455, Manny tranny and 1 ton, 3:70 LS,
Red Seal Journeyman, DTE, BEd. MEd.
Edmonton, Alberta
My 23' seems to have the originals. Ride height is correct, no need to mess with them. My 26' has what looks to be replacements, painted white.
They have stickers on the which say "SWAY-A-WAY" which I take to be the maker. No idea who sourced them, but they work.
--johnny
--
'76 23' transmode Norris upfit, 76 26' Eleganza(?) with beaucoup mods and add - ons.
Braselton, Ga.
"The road goes on forever, and the party never ends" --Robert Earl Keen
They have stickers on the which say "SWAY-A-WAY" which I take to be the maker. No idea who sourced them, but they work.
--johnny
--
'76 23' transmode Norris upfit, 76 26' Eleganza(?) with beaucoup mods and add - ons.
Braselton, Ga.
"The road goes on forever, and the party never ends" --Robert Earl Keen
Ken Henderson had an issue with the TB hex rotating in the LCA socket.
First set of Huber bars were OEM length. Second set lengthen to insure LCA socket seating, at least this is what I remember. Should be an email trail on the subject somewhere.
Happy Thanksgiving!
George "loading 2 birds on the smoker" Zhookoff
78 EL II
Atlanta
>
> Thanks Rob
>
>
> That installation instruction is how I remember and the torsional pressure keeps parts in proper relation. I'm OK with that.
>
> Burton is also saying that Mannys is different to Solve the problem that Manny was having with the Peter Huber Bars.
>
>
> So that stiLl begs the question to Whats the Differenc? and what is the problem that's being solved with those differences. I need to know before I
> install mine.
> --
> John and Cathie Heslinga
> 1974 Canyonlands 260
> 455, Manny tranny and 1 ton, 3:70 LS,
> Red Seal Journeyman, DTE, BEd. MEd.
> Edmonton, Alberta
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
First set of Huber bars were OEM length. Second set lengthen to insure LCA socket seating, at least this is what I remember. Should be an email trail on the subject somewhere.
Happy Thanksgiving!
George "loading 2 birds on the smoker" Zhookoff
78 EL II
Atlanta
>
> Thanks Rob
>
>
> That installation instruction is how I remember and the torsional pressure keeps parts in proper relation. I'm OK with that.
>
> Burton is also saying that Mannys is different to Solve the problem that Manny was having with the Peter Huber Bars.
>
>
> So that stiLl begs the question to Whats the Differenc? and what is the problem that's being solved with those differences. I need to know before I
> install mine.
> --
> John and Cathie Heslinga
> 1974 Canyonlands 260
> 455, Manny tranny and 1 ton, 3:70 LS,
> Red Seal Journeyman, DTE, BEd. MEd.
> Edmonton, Alberta
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
Let me see. Hmmmm, I know!. I will contract to have made, a useless, out of
spec, non standard part for a GMC, OVER PRICE IT, and see how well it
sells. Come on guys, you know better than that.
The physical charactistics of the original bars and the replacements
are similar. On the current bars that Peter Huber and I sell, the forward
facing ends of the bars have a 1" longer section that is hexagon shaped.
The overall length of the bars is identical to the Originals. After heat
treatment, the manufacturer estimates that the new bars are 19% stronger
than the originals.
I was not involved in the production or specifications of Manny's
bars. He can tell you what his specs are. His price is his cost of
production, plus, what he considers to be a fair markup.
Our price is our cost of production, plus freight, plus a fair markup.
Pay your money to who you choose. That is how it works in America.
Jim Hupy
Salem, Or
78 GMC ROYALE 403
On Nov 24, 2016 7:06 AM, "Johnny Bridges via Gmclist" <
> My 23' seems to have the originals. Ride height is correct, no need to
> mess with them. My 26' has what looks to be replacements, painted white.
> They have stickers on the which say "SWAY-A-WAY" which I take to be the
> maker. No idea who sourced them, but they work.
>
> --johnny
> --
> '76 23' transmode Norris upfit, 76 26' Eleganza(?) with beaucoup mods and
> add - ons.
> Braselton, Ga.
> "The road goes on forever, and the party never ends" --Robert Earl Keen
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
spec, non standard part for a GMC, OVER PRICE IT, and see how well it
sells. Come on guys, you know better than that.
The physical charactistics of the original bars and the replacements
are similar. On the current bars that Peter Huber and I sell, the forward
facing ends of the bars have a 1" longer section that is hexagon shaped.
The overall length of the bars is identical to the Originals. After heat
treatment, the manufacturer estimates that the new bars are 19% stronger
than the originals.
I was not involved in the production or specifications of Manny's
bars. He can tell you what his specs are. His price is his cost of
production, plus, what he considers to be a fair markup.
Our price is our cost of production, plus freight, plus a fair markup.
Pay your money to who you choose. That is how it works in America.
Jim Hupy
Salem, Or
78 GMC ROYALE 403
On Nov 24, 2016 7:06 AM, "Johnny Bridges via Gmclist" <
> My 23' seems to have the originals. Ride height is correct, no need to
> mess with them. My 26' has what looks to be replacements, painted white.
> They have stickers on the which say "SWAY-A-WAY" which I take to be the
> maker. No idea who sourced them, but they work.
>
> --johnny
> --
> '76 23' transmode Norris upfit, 76 26' Eleganza(?) with beaucoup mods and
> add - ons.
> Braselton, Ga.
> "The road goes on forever, and the party never ends" --Robert Earl Keen
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
> My 23' seems to have the originals. Ride height is correct, no need to mess with them. My 26' has what looks to be replacements, painted white.
> They have stickers on the which say "SWAY-A-WAY" which I take to be the maker. No idea who sourced them, but they work.
>
> --johnny
Johnny
They are P Huber's bars I have a set on mine with the one ton. I got a set of the first batch and they were also white with the SWAY-AWAY stickers
HTH
--
John H. Bell
77 Royale; QuadBag,Manny OneTon,Honda EV4010
Montreal Qc.
> They have stickers on the which say "SWAY-A-WAY" which I take to be the maker. No idea who sourced them, but they work.
>
> --johnny
Johnny
They are P Huber's bars I have a set on mine with the one ton. I got a set of the first batch and they were also white with the SWAY-AWAY stickers
HTH
--
John H. Bell
77 Royale; QuadBag,Manny OneTon,Honda EV4010
Montreal Qc.
Our new torsion bars have more hex contact so the load is spread out and
avoid popping the hex sleeve. This popping of the sleeve in the A frame
gets more common as the miles pile up on our coaches.
On Thu, Nov 24, 2016 at 7:21 AM, Zhookoff, George <
> Ken Henderson had an issue with the TB hex rotating in the LCA socket.
> First set of Huber bars were OEM length. Second set lengthen to insure LCA
> socket seating, at least this is what I remember. Should be an email trail
> on the subject somewhere.
>
> Happy Thanksgiving!
>
> George "loading 2 birds on the smoker" Zhookoff
> 78 EL II
> Atlanta
>
>
> >
> > Thanks Rob
> >
> >
> > That installation instruction is how I remember and the torsional
> pressure keeps parts in proper relation. I'm OK with that.
> >
> > Burton is also saying that Mannys is different to Solve the problem that
> Manny was having with the Peter Huber Bars.
> >
> >
> > So that stiLl begs the question to Whats the Differenc? and what is the
> problem that's being solved with those differences. I need to know
> before I
> > install mine.
> > --
> > John and Cathie Heslinga
> > 1974 Canyonlands 260
> > 455, Manny tranny and 1 ton, 3:70 LS,
> > Red Seal Journeyman, DTE, BEd. MEd.
> > Edmonton, Alberta
> >
> > _______________________________________________
> > GMCnet mailing list
> > Unsubscribe or Change List Options:
> > http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
--
Jim Kanomata
Applied/GMC, Fremont,CA
jimk
http://www.appliedgmc.com
1-800-752-7502
avoid popping the hex sleeve. This popping of the sleeve in the A frame
gets more common as the miles pile up on our coaches.
On Thu, Nov 24, 2016 at 7:21 AM, Zhookoff, George <
> Ken Henderson had an issue with the TB hex rotating in the LCA socket.
> First set of Huber bars were OEM length. Second set lengthen to insure LCA
> socket seating, at least this is what I remember. Should be an email trail
> on the subject somewhere.
>
> Happy Thanksgiving!
>
> George "loading 2 birds on the smoker" Zhookoff
> 78 EL II
> Atlanta
>
>
> >
> > Thanks Rob
> >
> >
> > That installation instruction is how I remember and the torsional
> pressure keeps parts in proper relation. I'm OK with that.
> >
> > Burton is also saying that Mannys is different to Solve the problem that
> Manny was having with the Peter Huber Bars.
> >
> >
> > So that stiLl begs the question to Whats the Differenc? and what is the
> problem that's being solved with those differences. I need to know
> before I
> > install mine.
> > --
> > John and Cathie Heslinga
> > 1974 Canyonlands 260
> > 455, Manny tranny and 1 ton, 3:70 LS,
> > Red Seal Journeyman, DTE, BEd. MEd.
> > Edmonton, Alberta
> >
> > _______________________________________________
> > GMCnet mailing list
> > Unsubscribe or Change List Options:
> > http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
--
Jim Kanomata
Applied/GMC, Fremont,CA
jimk
http://www.appliedgmc.com
1-800-752-7502
Dale Frahm had an interesting story during his presentation at GMCMI
Mansfield. He kept having to adjust the front ride height on his coach.
It never dawned on him that the problem was not failing torsion bars but
the A-Frame hex housing giving way. One finally failed on him and the
light finally shined.
Very enlightening presentations at these rallies from some of the most
experienced owners in the world!
bdub
76 Palm Beach in Central Texas
www.bdub.net/GMCLinks.html
https://www.facebook.com/groups/classicgmcmotorhomes/
https://www.facebook.com/groups/gmcmm/
On Fri, Nov 25, 2016 at 11:50 AM, Jim Kanomata
wrote:
> Our new torsion bars have more hex contact so the load is spread out and
> avoid popping the hex sleeve. This popping of the sleeve in the A frame
> gets more common as the miles pile up on our coaches.
>
> On Thu, Nov 24, 2016 at 7:21 AM, Zhookoff, George <
>
> > Ken Henderson had an issue with the TB hex rotating in the LCA socket.
> > First set of Huber bars were OEM length. Second set lengthen to insure
> LCA
> > socket seating, at least this is what I remember. Should be an email
> trail
> > on the subject somewhere.
> >
> > > On Nov 24, 2016, at 9:53 AM, John Heslinga
> > >
> > > That installation instruction is how I remember and the torsional
> > pressure keeps parts in proper relation. I'm OK with that.
> > >
> > > Burton is also saying that Mannys is different to Solve the problem
> that
> > Manny was having with the Peter Huber Bars.
> > >
> > > So that stiLl begs the question to Whats the Differenc? and what is the
> > problem that's being solved with those differences. I need to know
> > before I install mine.
>
Mansfield. He kept having to adjust the front ride height on his coach.
It never dawned on him that the problem was not failing torsion bars but
the A-Frame hex housing giving way. One finally failed on him and the
light finally shined.
Very enlightening presentations at these rallies from some of the most
experienced owners in the world!
bdub
76 Palm Beach in Central Texas
www.bdub.net/GMCLinks.html
https://www.facebook.com/groups/classicgmcmotorhomes/
https://www.facebook.com/groups/gmcmm/
On Fri, Nov 25, 2016 at 11:50 AM, Jim Kanomata
wrote:
> Our new torsion bars have more hex contact so the load is spread out and
> avoid popping the hex sleeve. This popping of the sleeve in the A frame
> gets more common as the miles pile up on our coaches.
>
> On Thu, Nov 24, 2016 at 7:21 AM, Zhookoff, George <
>
> > Ken Henderson had an issue with the TB hex rotating in the LCA socket.
> > First set of Huber bars were OEM length. Second set lengthen to insure
> LCA
> > socket seating, at least this is what I remember. Should be an email
> trail
> > on the subject somewhere.
> >
> > > On Nov 24, 2016, at 9:53 AM, John Heslinga
> > >
> > > That installation instruction is how I remember and the torsional
> > pressure keeps parts in proper relation. I'm OK with that.
> > >
> > > Burton is also saying that Mannys is different to Solve the problem
> that
> > Manny was having with the Peter Huber Bars.
> > >
> > > So that stiLl begs the question to Whats the Differenc? and what is the
> > problem that's being solved with those differences. I need to know
> > before I install mine.
>
The torsion bar sockets in the lower control arms ARE subject to wear and
weld cracking. After 40 years of use, there have been some failures. Add
corrosion from road salt and you get the picture. These things need to be
looked at periodically. I don't feel that the torsion bars are the guilty
party here, rather, it is the lower control arm sockets.
When Manny modifies the Lower control arms for the 1 ton, he
reinforces the sockets with additional welds. I personally do not know of
any of his 1 ton lower control arms that have failed. I have installed many
of his kits. I know that Ken Henderson had some kind of problem with his,
but I do not know what exactly the trouble was. It was at his suggestion
that I specified extending the hex end by 1 inch on Peter Huber's new
torsion bars. Hopefully, due diligence and maintenance will prevent any
more issues.
Jim Hupy
Salem, Or
78 GMC ROYALE 403
> Dale Frahm had an interesting story during his presentation at GMCMI
> Mansfield. He kept having to adjust the front ride height on his coach.
> It never dawned on him that the problem was not failing torsion bars but
> the A-Frame hex housing giving way. One finally failed on him and the
> light finally shined.
>
> Very enlightening presentations at these rallies from some of the most
> experienced owners in the world!
>
> bdub
> 76 Palm Beach in Central Texas
> www.bdub.net/GMCLinks.html
> https://www.facebook.com/groups/classicgmcmotorhomes/
> https://www.facebook.com/groups/gmcmm/
>
>
>
> On Fri, Nov 25, 2016 at 11:50 AM, Jim Kanomata
>
> > Our new torsion bars have more hex contact so the load is spread out and
> > avoid popping the hex sleeve. This popping of the sleeve in the A frame
> > gets more common as the miles pile up on our coaches.
> >
> > On Thu, Nov 24, 2016 at 7:21 AM, Zhookoff, George <
> >
> > > Ken Henderson had an issue with the TB hex rotating in the LCA socket.
> > > First set of Huber bars were OEM length. Second set lengthen to insure
> > LCA
> > > socket seating, at least this is what I remember. Should be an email
> > trail
> > > on the subject somewhere.
> > >
> > > > On Nov 24, 2016, at 9:53 AM, John Heslinga
> > > >
> > > > That installation instruction is how I remember and the torsional
> > > pressure keeps parts in proper relation. I'm OK with that.
> > > >
> > > > Burton is also saying that Mannys is different to Solve the problem
> > that
> > > Manny was having with the Peter Huber Bars.
> > > >
> > > > So that stiLl begs the question to Whats the Differenc? and what is
> the
> > > problem that's being solved with those differences. I need to know
> > > before I install mine.
> >
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
weld cracking. After 40 years of use, there have been some failures. Add
corrosion from road salt and you get the picture. These things need to be
looked at periodically. I don't feel that the torsion bars are the guilty
party here, rather, it is the lower control arm sockets.
When Manny modifies the Lower control arms for the 1 ton, he
reinforces the sockets with additional welds. I personally do not know of
any of his 1 ton lower control arms that have failed. I have installed many
of his kits. I know that Ken Henderson had some kind of problem with his,
but I do not know what exactly the trouble was. It was at his suggestion
that I specified extending the hex end by 1 inch on Peter Huber's new
torsion bars. Hopefully, due diligence and maintenance will prevent any
more issues.
Jim Hupy
Salem, Or
78 GMC ROYALE 403
> Dale Frahm had an interesting story during his presentation at GMCMI
> Mansfield. He kept having to adjust the front ride height on his coach.
> It never dawned on him that the problem was not failing torsion bars but
> the A-Frame hex housing giving way. One finally failed on him and the
> light finally shined.
>
> Very enlightening presentations at these rallies from some of the most
> experienced owners in the world!
>
> bdub
> 76 Palm Beach in Central Texas
> www.bdub.net/GMCLinks.html
> https://www.facebook.com/groups/classicgmcmotorhomes/
> https://www.facebook.com/groups/gmcmm/
>
>
>
> On Fri, Nov 25, 2016 at 11:50 AM, Jim Kanomata
>
> > Our new torsion bars have more hex contact so the load is spread out and
> > avoid popping the hex sleeve. This popping of the sleeve in the A frame
> > gets more common as the miles pile up on our coaches.
> >
> > On Thu, Nov 24, 2016 at 7:21 AM, Zhookoff, George <
> >
> > > Ken Henderson had an issue with the TB hex rotating in the LCA socket.
> > > First set of Huber bars were OEM length. Second set lengthen to insure
> > LCA
> > > socket seating, at least this is what I remember. Should be an email
> > trail
> > > on the subject somewhere.
> > >
> > > > On Nov 24, 2016, at 9:53 AM, John Heslinga
> > > >
> > > > That installation instruction is how I remember and the torsional
> > > pressure keeps parts in proper relation. I'm OK with that.
> > > >
> > > > Burton is also saying that Mannys is different to Solve the problem
> > that
> > > Manny was having with the Peter Huber Bars.
> > > >
> > > > So that stiLl begs the question to Whats the Differenc? and what is
> the
> > > problem that's being solved with those differences. I need to know
> > > before I install mine.
> >
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
Archives
https://groups.google.com/forum/#!searchin/gmcnet-archive/torsion$20bars%7Csort:relevance/gmcnet-archive/IC9zwv2hVWs/C3RFVBRBYrMJ
> The torsion bar sockets in the lower control arms ARE subject to wear and
> weld cracking. After 40 years of use, there have been some failures. Add
> corrosion from road salt and you get the picture. These things need to be
> looked at periodically. I don't feel that the torsion bars are the guilty
> party here, rather, it is the lower control arm sockets.
> When Manny modifies the Lower control arms for the 1 ton, he
> reinforces the sockets with additional welds. I personally do not know of
> any of his 1 ton lower control arms that have failed. I have installed many
> of his kits. I know that Ken Henderson had some kind of problem with his,
> but I do not know what exactly the trouble was. It was at his suggestion
> that I specified extending the hex end by 1 inch on Peter Huber's new
> torsion bars. Hopefully, due diligence and maintenance will prevent any
> more issues.
https://groups.google.com/forum/#!searchin/gmcnet-archive/torsion$20bars%7Csort:relevance/gmcnet-archive/IC9zwv2hVWs/C3RFVBRBYrMJ
> The torsion bar sockets in the lower control arms ARE subject to wear and
> weld cracking. After 40 years of use, there have been some failures. Add
> corrosion from road salt and you get the picture. These things need to be
> looked at periodically. I don't feel that the torsion bars are the guilty
> party here, rather, it is the lower control arm sockets.
> When Manny modifies the Lower control arms for the 1 ton, he
> reinforces the sockets with additional welds. I personally do not know of
> any of his 1 ton lower control arms that have failed. I have installed many
> of his kits. I know that Ken Henderson had some kind of problem with his,
> but I do not know what exactly the trouble was. It was at his suggestion
> that I specified extending the hex end by 1 inch on Peter Huber's new
> torsion bars. Hopefully, due diligence and maintenance will prevent any
> more issues.
Jim, et al,
The problem I had with the lower control arm was that I got one of the
first 1-Ton kits Manny delivered. While he'd had the socket reinforced,
they missed that mine was already "blown out" and didn't reinforce that
area. As soon as Manny saw my damaged socket, he improved the
reinforcements for subsequent deliveries.
The extended forward hex end on Peter's bars (and hopefully Manny's) will,
IMHO, both prevent further damage and, probably, correct already-damaged
lower control arms.
Of possible interest to someone: While evaluating my situation with that
problem A-arm, I talked to the owner of SuperMax, the company that makes
the adjustable porkchops sold by JimK. He prototyped an adapter which can
be used to adapt the later GM torsion bars to the GMCMH. It's a 1-1/2"
female socket to 1-1/4" male hex adapter which fits into the GMC's A-arm
socket and accepts the later torsion bars. At the rear, the SuperMax pork
chop, with the 1-1/2" aperture must be used. That device SHOULD make it
possible to choose one of the modern torsion bars with no other changes
(the adapter corrects for the shorter modern bars). I emphasize SHOULD,
because AFAIK, only the one prototype has ever been made and that never
fitted to a GMC.
Ken H.
> ... I know that Ken Henderson had some kind of problem with his,
> but I do not know what exactly the trouble was. It was at his suggestion
> that I specified extending the hex end by 1 inch on Peter Huber's new
> torsion bars. Hopefully, due diligence and maintenance will prevent any
> more issues.
>
The problem I had with the lower control arm was that I got one of the
first 1-Ton kits Manny delivered. While he'd had the socket reinforced,
they missed that mine was already "blown out" and didn't reinforce that
area. As soon as Manny saw my damaged socket, he improved the
reinforcements for subsequent deliveries.
The extended forward hex end on Peter's bars (and hopefully Manny's) will,
IMHO, both prevent further damage and, probably, correct already-damaged
lower control arms.
Of possible interest to someone: While evaluating my situation with that
problem A-arm, I talked to the owner of SuperMax, the company that makes
the adjustable porkchops sold by JimK. He prototyped an adapter which can
be used to adapt the later GM torsion bars to the GMCMH. It's a 1-1/2"
female socket to 1-1/4" male hex adapter which fits into the GMC's A-arm
socket and accepts the later torsion bars. At the rear, the SuperMax pork
chop, with the 1-1/2" aperture must be used. That device SHOULD make it
possible to choose one of the modern torsion bars with no other changes
(the adapter corrects for the shorter modern bars). I emphasize SHOULD,
because AFAIK, only the one prototype has ever been made and that never
fitted to a GMC.
Ken H.
> ... I know that Ken Henderson had some kind of problem with his,
> but I do not know what exactly the trouble was. It was at his suggestion
> that I specified extending the hex end by 1 inch on Peter Huber's new
> torsion bars. Hopefully, due diligence and maintenance will prevent any
> more issues.
>
