bronco mud pump in stock

These workhorses keep the mud flowing and your rig running. If theyʼre not working, youʼre not working. We make everything from the crankshaft to the liner seal to the skid. Each one is precision engineered for your rig so you can get back to turning.

These workhorses keep the mud flowing and your rig running. If theyʼre not working, youʼre not working. We make everything from the crankshaft to the liner seal to the skid. Each one is precision engineered for your rig so you can get back to turning.

The 2,200-hp mud pump for offshore applications is a single-acting reciprocating triplex mud pump designed for high fluid flow rates, even at low operating speeds, and with a long stroke design. These features reduce the number of load reversals in critical components and increase the life of fluid end parts.

The pump’s critical components are strategically placed to make maintenance and inspection far easier and safer. The two-piece, quick-release piston rod lets you remove the piston without disturbing the liner, minimizing downtime when you’re replacing fluid parts.

Remember when puddles, snow, and mud were off-limits to RC? That all changed in 2008 when Traxxas first brought legit waterproof (not merely “water resistant”) electronics to the world of Ready-to-Run radio control. Waterproof electronics quickly became a feature for every Traxxas electric model, and naturally that includes the TRX-4. Like any serious full-size off-road machine, all of the TRX-4 models are ready to get messy in the mud.

For our second TRX-4 project build, we’re going all-out to build the ultimate muck machine, and it all starts with the super-popular ’79 Ford Bronco Ranger XLT (#82046-4). The plan includes a fat set of 2.2 tires and a lift kit to get them under the truck, Traxxas’ strongest servo to move those big meats with authority, Velineon brushless power so even the stickiest muck won’t get us stuck, and a full complement of steel and aluminum axle upgrades for over-the-top strength and durability. Oh, and LED lights. Gotta have lights.

If there’s one mod that instantly makes any 4X4 look like a rougher, tougher, more serious off-road rig, it’s an upgrade to bigger, beefier tires and a suspension lift. But it’s not just about looks; as tire-diameter goes up, so does ground clearance, and the size of the tire’s contact patch. That means more grip and less hang-ups, and for our mud-build, a better chance of staying on top of the sticky stuff. As the photos show, the Bronco’s stock 1.9” Canyon Trail tires have an outside diameter of 4.6” (118mm), while the 2.2” versions are nearly an inch taller at 5.3” (135mm). The 2.2’s larger diameter also means they roll farther with each revolution, which effectively makes the Bronco’s gearing “taller.” To compensate, the Lift Kit includes a 10-tooth pinion to replace the factory 11-tooth gear.

For this build, we’re mounting Canyon Trail 2.2 tires on Method 105 wheels in black chrome with red beadlock rings. You can also get these wheels in charcoal gray, and the rings are also available in satin aluminum, blue, black, orange, and green. The 2.2” tires are 20mm taller than the Bronco’s stock 1.9” rubber, and roll about 2.5” farther with each revolution. In case you were wondering: yes, you can install the 2.2s without the lift kit, but you won"t like the results. If you try to drive this setup, you’ll quickly discover the tires will the rub the fenders and grab the bumper (just like they would if scaled up for a full-size Bronco). The lift kit is a must.

The Long Arm Lift Kit includes everything you need for the install, including longer T-Lock cables, a lowered mount for the servo that preserves the correct Panhard bar geometry, a 10T pinion gear, plus full-color instructions. The Lift Kit shocks are 20mm longer than the stock GTS shocks. Silicone oil is included to fill them. Traxxas assembles the suspension links for you (fist pump) in the correct length for TRX-4s with a 12.3” (318mm) wheelbase. If you’ve got a Bronco or Sport, they’re ready to install. If you’ve got a TRX-4 Defender or Tactical Unit, you’ll just need to install the included longer rod ends to accommodate those models’ 12.8” (324mm) wheelbases. Not required, but nice to have: the 8146R Steering & Panhard links replace the Bronco’s black linkages with red versions to match the Lift Kit’s links.

Red anodizing is always a great look. While the axles are off the truck for the Lift Kit install, we’ll install these bad boys. Goopy mud is a huge drag on tires, which means the drivetrain has to work extra hard. To better withstand the strain, we’ll replace the axle driveshafts and portal input gears with these machined chromoly versions. The ring and pinion gears will be upgraded too, to machined steel. These parts were featured in our Ultimate Trail Truck build. For more detail on installing them, click over to the Ultimate Trail Truck build.

And here are our dressed-up axles—seems like kind of a shame to literally drag these through the mud. Remember to install the longer T-Lock cable in the REAR axle. The links and shocks are installed on each axle, then the assemblies bolt onto the chassis. It’s all in the instructions, which also cover filling the shocks. The Lift Kit manual is very thorough, but that thoroughness also makes the install seem like a more complex job than it really is. Rest assured, there’s nothing difficult here. Just follow the steps!

The Lift Kit includes a new servo mount that lowers the servo to maintain proper steering geometry. Install the mount before reinstalling the axles. We upgraded to the 400 ounce-inch High Torque servo along the way and installed the external BEC (#2262) to adequately supply voltage to the power-hungry high torque servo. The anodized and powder-coated parts look T-rick, and now our Bronco has the lift it needs to put those Canyon Trail 2.2s to work. Here’s the stock 1.9” configuration and the new 2.2-and-lift setup. This Bronco is going to be a mean mud machine!

Maybe you"re afraid to drive the Bronco because the stock manual steering is so worn out you can hardly keep the thing on the road. You might have even tried a rebuilt manual box but you found it has as much play as the old one you turned in for a core. Could be it"s time to make that Bronco drive the way you always wanted it to by converting to power steering. We know our customers use their rigs in many different ways, therefore, we offer a number of different P/S systems so that you can pick the system best suited for your Bronco. No matter what the terrain, we have a system for you.

All of WH"s Delphi pumps use a .750 shaft with a press fit pulley. The stock Bronco P/S shaft is approx. .690 so the pulleys are not interchangeable. If you are going to be removing and installing P/S pump pulleys we recommend our #9203 pump & alternator pulley remover & installer.

The serpentine pulleys come uninstalled. You will need to mount the pump to the bracket before you can install the serp. pulley. Our #9203 pump pulley remover & installer or equivalent will be necessary.

Continental Emsco Drilling Products, Inc., which consisted of Emsco drilling machinery and Wilson mobile rigs, was purchased by National-Oilwell, Inc on July 7, 1999. To our knowledge, no pumps have been manufactured and sold under the Emsco brand name since National-Oilwell acquired them.

Fairbanks Morse pumps are currently manufactured in Kansas City, Kansas. Fairbanks Morse is a division of Pentair ever since August, 1997 when Pentair purchased the General Signal Pump Group.

Gaso pumps are manufactured by National Oilwell Varco. Gaso was acquired as "Wheatley Gaso" by National-Oilwell in the year 2000. At the time, Wheatley Gaso was owned by Halliburton.

Skytop Brewster pumps are no longer available as new pumps. Skytop Brewster(Cnsld Gold), a unit of Hansen PLC"s Consolidated Gold Fields subsidiary, was acquired while in bankruptcy by National-Oilwell, Inc. in November, 1999.