OP
Well, y'all have me seriously reconsidering the tank decision. Mr. Blaine even called me last night to make sure I gave it adequate consideration (thanks, Mr. Blaine!) I knew when I bought the York that I didn't want it running every time the lockers were engaged, and especially didn't want it to run often if there's a leak. That is why I bought the tank (and all the plumbing, too 
). At the time, it did occur to me that all the additional fittings, as well as the tank itself, were possible leak points, and I considered that a drawback, but acceptable.
Being a reformed race engineer, I'm much more weight-conscious than most people because, when you cut a vehicle's weight, you get a triple-shot - faster acceleration, faster deceleration, and better handling (generally.) There are very few other things you can do that help all three. I have several scales I use to measure the weight of every component I'm adding or removing from the LJ, I have a spreadsheet that tracks those items (what can I say - I love spreadsheets!) I currently have 406 rows (and growing) in that spreadsheet!
I bring up weight because I overlooked something with the tank decision. I wasn't aware of the locker-only pump from ARB. I had seen discussions on here about using a dedicated locker pump for simplicity and having some redundancy with a larger pump onboard, too. However, being mindful of weight, I looked at the weight of the other single-motor ARB pump (just looked again - 7.7lb), and went with the 1 gallon aluminum tank because it was considerably less weight - about 4 lb with hoses and fittings. However, I just looked up the weight of that locker-only pump, and it's only 3.3lb. Of course, most companies list inaccurate weights (not always lower than actual), but it's about the same weight as the tank, and there are fewer leak points. And, I can set up the LJ with the York as a backup air source. Win-win!
Mr. Blaine also told me that the ARB locker-only pump also has a very small tank on it (I think he said, "about the size of a tea cup.") I presume that's to keep the duty cycle manageable in the event of a small leak in the system, similar to the water pump in my well tank house here at home. That's another plus for the ARB.
So, I'm close now to changing my mind on the tank. Thanks all for the input - exactly why I asked for feedback. Any last comments before I officially change my mind?
One other change suggested by Mr. Blaine was to go with a Switch Pro switch controller system instead of the secondary PDC. The reasons I liked the secondary PDC with Carling switches is the ergonomics and the easy replacement of failed components (fuses and relays). The Carling switches offer great visual and tactile feedback in a moving vehicle. The simplicity of wiring with a switch controller system wasn't lost on me in my initial decision, but what was lost was the size and (hopefully) weight savings. I say "hopefully" regarding the weight savings because it's surprising that Switch Pro, a company selling to race teams, doesn't list weights on their web site that I could find. I suspect it's considerably lighter than the sum of the parts of a secondary PDC system (switches, panels, wiring, and PDC.) Regarding space, the Bussmann PDC is quite large, taking up valuable space. I currently have it mounted on the left inner fender, between the washer bottle and the cruise control actuator - right where the steering assist hydraulic reservoir should be. If I go with the Switch Pro system, I would gain that space back for the reservoir.
Anyone have any other input on Switch Pro vs. Bussmann PDC (specifically with regards to ergonomics)? Am I missing any relevant considerations?
). At the time, it did occur to me that all the additional fittings, as well as the tank itself, were possible leak points, and I considered that a drawback, but acceptable.Being a reformed race engineer, I'm much more weight-conscious than most people because, when you cut a vehicle's weight, you get a triple-shot - faster acceleration, faster deceleration, and better handling (generally.) There are very few other things you can do that help all three. I have several scales I use to measure the weight of every component I'm adding or removing from the LJ, I have a spreadsheet that tracks those items (what can I say - I love spreadsheets!) I currently have 406 rows (and growing) in that spreadsheet!
I bring up weight because I overlooked something with the tank decision. I wasn't aware of the locker-only pump from ARB. I had seen discussions on here about using a dedicated locker pump for simplicity and having some redundancy with a larger pump onboard, too. However, being mindful of weight, I looked at the weight of the other single-motor ARB pump (just looked again - 7.7lb), and went with the 1 gallon aluminum tank because it was considerably less weight - about 4 lb with hoses and fittings. However, I just looked up the weight of that locker-only pump, and it's only 3.3lb. Of course, most companies list inaccurate weights (not always lower than actual), but it's about the same weight as the tank, and there are fewer leak points. And, I can set up the LJ with the York as a backup air source. Win-win!
Mr. Blaine also told me that the ARB locker-only pump also has a very small tank on it (I think he said, "about the size of a tea cup.") I presume that's to keep the duty cycle manageable in the event of a small leak in the system, similar to the water pump in my well tank house here at home. That's another plus for the ARB.
So, I'm close now to changing my mind on the tank. Thanks all for the input - exactly why I asked for feedback. Any last comments before I officially change my mind?
One other change suggested by Mr. Blaine was to go with a Switch Pro switch controller system instead of the secondary PDC. The reasons I liked the secondary PDC with Carling switches is the ergonomics and the easy replacement of failed components (fuses and relays). The Carling switches offer great visual and tactile feedback in a moving vehicle. The simplicity of wiring with a switch controller system wasn't lost on me in my initial decision, but what was lost was the size and (hopefully) weight savings. I say "hopefully" regarding the weight savings because it's surprising that Switch Pro, a company selling to race teams, doesn't list weights on their web site that I could find. I suspect it's considerably lighter than the sum of the parts of a secondary PDC system (switches, panels, wiring, and PDC.) Regarding space, the Bussmann PDC is quite large, taking up valuable space. I currently have it mounted on the left inner fender, between the washer bottle and the cruise control actuator - right where the steering assist hydraulic reservoir should be. If I go with the Switch Pro system, I would gain that space back for the reservoir.
Anyone have any other input on Switch Pro vs. Bussmann PDC (specifically with regards to ergonomics)? Am I missing any relevant considerations?
