Wrangler auto





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Thread: Wrangler auto

  1. #1
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    Default Wrangler auto

    Wat is die pro's en con's met 'n auto vir 4x4 en wat word bedoel as jy die sway-bars losmaak ? Ook wat is die verskil in diff ratio's tussen 'n auto en manual ? Die auto is 'n 2007 4 spoed. laaste vraag wat gaan die verskil wees tussen die auto en manual as ek 31" tyres of groter gaan opsit ?
    2002 Mitshubishi colt
    Lexus V8

    http://www.youtube.com/watch?v=2av1OIKGp3U

  2. #2
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    Bugdo,

    Auto vs manual is a never-ending debate where there are no right answers. Ultimately, it boils down to personal choice and too a lesser degree, level of experience.

    An auto reduces the number of things a driver has to think about offroad by selecting the correct ratio for the conditions. This arguably allows finer control over the vehicle and is, again arguably, safer, in that it prevents (or limits) the risk of stalls, excessive wheel spin, etc. Auto's are obviously a lot more pleasant in traffic.

    A manual however, allows the driver to select and hold a gear throughout the whole rev range, which invariably allows better control of momentum. A manual allows better use of engine compression for better control in descents.

    In many (uphill) rock-crawling type conditions the auto is definitely easier to use, especially for less experienced drivers, but the absolute driver contol of a manual makes the manual easier to use in sand and mud.

    I have driven the Rubicon Trail in both manual and auto Wranglers (among others) and I honestly preferred the manual but again, this is subjective! Relative novices found the auto much easier (and therefore safer) to use. John Smith, who runs the Rubicon for Jeep, concurred: They only have two manuals in the (guest) fleet, the rest are auto's. Guides' vehicles are a mixed bag.

    The anti-sway bar is a tensile steel bar or rod that connects the two wheel ends of an axle to the body or chassis. It acts a a kind of "spring" to limit body roll, relative to the axle. Because the anti-sway bar is designed to restrict (or at least slow) movement of the body relative to the axle, in (low speed) offroad conditions the swaybar does not allow the suspension to flex to its maximum capacity. This in turn does not allow maximum traction (especially in cross axle situations) because one wheel per axle cannot make firm contact with the ground.

    A disconnect allows one to disconnect the swaybar, thus improving articulation in slow moving offroad conditions.

    31" tyres will reduce your overall gear ratio's, irrespective of transmission. Whether it will be move noticeable on an auto vs. a manual is again debatable, but I'd have to say, it would be easier to "manage" the change to larger tyres with a manual than with an auto because you are in total control of the gearbox's shift points and gear selection.

    Andre
    Last edited by Changa Bulanga; 2008/08/10 at 11:12 AM.
    4 XJs, 2 TJs, 2 KJs, 2 WJs, 2 WKs, 1 XK

    2010 JKU Rubicon

  3. #3
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    Bugdo, my antiswaybar is op die oomblik los, toe't ek gou vandag 'n paar foto's geneem sodat jy kan sien hoe dit lyk.

    1. Dié een wys waar die antiswaybar aan die bak vas is. Hy het die vorm van 'n baie breë U en die twee ente kom dan weerskante by die onderkant van die veerstelsel aan twee monteerpunte vas.
    2. Monteerpunt onderaan veerstelsel.
    3. Monteerpunt van naby.
    4. Verbinding tussen antiswaybar en monteerpunt (met tie-backs bo-aan vere vasgemaak om hulle uit die pad te hou). Dis die deel wat jy sal vervang as jy vir jou 'n stel quick disconnects koop. Dis nie so moeilik om die gewone dele los te maak nie, dit neem net 'n bietjie langer as met quick disconnects.
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  4. #4
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    Default

    Baie Dankie. Dit help baie. Net een vraag. Wat se invloed het dit op jou pad hou vermoë en wat is quick disconnects ?
    2002 Mitshubishi colt
    Lexus V8

    http://www.youtube.com/watch?v=2av1OIKGp3U

  5. #5
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    Ek het gedink die Jeep sal dalk meer geneig wees om oor die pad te "wei," soos ons sê, wanneer die antiswaybar gediskonnekteer is, maar dit beïnvloed glad nie die stuurbeheer oor die voertuig nie. Solank jy die stuurwiel stilhou, sal hy loop net soos voorheen. Die verskil kom in wanneer jy van rigting verander, soos wanneer jy skielik swenk of vinnig om 'n skerp draai gaan. Dan is die bakrol heelwat erger. Sien dit so: mét die antiswaybar ry 'n Jeep soos enige ander SUV om 'n draai en sónder die antiswaybar ry hy soos 'n Defender, hehehe...

    Quick disconnects vervul dieselfde rol as die verbindingspen (connections) tussen die antiswaybar en die monteerpunte op die veerstelsel, behalwe dat die gewone een, soos myne, met 'n bout en moer vasgemaak word. Dit neem my so 20 minute om hulle los te maak en die antiswaybar met die tie-backs op te bind. Quick disconnects gebruik ander maniere om aan die monteerpunte vasgemaak te word, wat dit makliker maak om hulle los (en vas) te maak.

    Google "JKS quick disconnects" of gaan na die tegniese afdelings van www.jeepforum.com en doen 'n search daarvoor of selfs net vir "quick disconnects" en jy sal sien hoe hulle lyk. Daar is 'n groot klomp fabrikate in die VSA beskikbaar, maar niemand kry beter reviews as JKS en Rubicon Express nie. Ek dink amper Kavanji op hierdie forum het 'n rukkie gelede 'n paar RE's saam met vriende gelaat kom. Hy sal vir jou kan wys hoe hulle lyk.

  6. #6
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    Default

    Quote Originally Posted by stadleroux View Post
    ...Sien dit so: mét die antiswaybar ry 'n Jeep soos enige ander SUV om 'n draai en sónder die antiswaybar ry hy soos 'n Defender, hehehe...
    I can second that! I call it my instant Discovery conversion bars.


    2005 Jeep Grand Cherokee 3.0
    "The grey shoe". EFS Suspension | JK rims coming soon...
    2000 Jeep Cherokee 4.0 Sport
    Rubicon Express 3.5" Superflex Lift Kit | Rancho RS99009 / RS 99116 shocks | Custom Hack'nTap SYE + Double Cardan Driveshaft | RE Quick Disconnects | Unichip (164kW) | 31" Kumho KL71

  7. #7
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    Hi Charl, I forgot, you also have a set of REs on your XJ! 8)

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