Daily Driver, Go Where I Want To Build
- Thread starter jjvw
- Start date
no matter what endeavor in life you find yourself doing, there will always be people that defy logic, they are typically the ones that argue with refrigerators, you can lead a horse to water...
First week update of daily driving on the DSCs is that they are still a delightfully wonderful change to the Jeep.
All week has been mostly back and forth on the same long stretch of rough and bumpy city streets, including a couple miles of torn up road construction with raised manholes, various small access covers and lots of big humps to barrel through each day and keep track of changes to the adjusters.
The bottom line still is that things that would have been sizable hits at 35-50 mph are far less so, cornering is faster and very stable, and the big brakes really show themselves off by how sure footed the Jeep feels.
Without getting into the specific number of knob clicks, I am currently about 1/3 down from the highest damping on both the high speed and low speed. Initially, I was keeping the front and rear the same until I found a spot on both the high and low that was right at the boundary of letting the small event harshness be felt. I lived with that for a few trips to home and work and the grocery store, during which I felt and listened to the Jeep.
Fairly quickly, I became aware that an impact sounded different between the front and rear and there was a small shudder.
Yesterday on a hunch, I slightly decreased the damping on the rear high and low speed settings. The shudder disappeared, the sound of the front and rear tires hitting a bump sounded the same, and there was a new level of overall calmness to the Jeep. Talking to Blaine about this, he wonders if a harmonic disruption between the front and rear was dailed out.
Finding that the front and rear have this offset in the settings has now initiated a reset or a reassessment of where the small event harshness starts to present itself on the settings. Now that the shudder is gone, I can refocus on a distilled and refined understanding of what the shocks are doing to the Jeep.
All week has been mostly back and forth on the same long stretch of rough and bumpy city streets, including a couple miles of torn up road construction with raised manholes, various small access covers and lots of big humps to barrel through each day and keep track of changes to the adjusters.
The bottom line still is that things that would have been sizable hits at 35-50 mph are far less so, cornering is faster and very stable, and the big brakes really show themselves off by how sure footed the Jeep feels.
Without getting into the specific number of knob clicks, I am currently about 1/3 down from the highest damping on both the high speed and low speed. Initially, I was keeping the front and rear the same until I found a spot on both the high and low that was right at the boundary of letting the small event harshness be felt. I lived with that for a few trips to home and work and the grocery store, during which I felt and listened to the Jeep.
Fairly quickly, I became aware that an impact sounded different between the front and rear and there was a small shudder.
Yesterday on a hunch, I slightly decreased the damping on the rear high and low speed settings. The shudder disappeared, the sound of the front and rear tires hitting a bump sounded the same, and there was a new level of overall calmness to the Jeep. Talking to Blaine about this, he wonders if a harmonic disruption between the front and rear was dailed out.
Finding that the front and rear have this offset in the settings has now initiated a reset or a reassessment of where the small event harshness starts to present itself on the settings. Now that the shudder is gone, I can refocus on a distilled and refined understanding of what the shocks are doing to the Jeep.
It’s amazing how much “money and time” one invests in their rig affects their buttometer, no matter where they spent the time and money.
A new fan clutch went in today. Hayden Severe Duty to replace whatever Napa clutch I put in many years ago.
Last weekend, I ran up to the mountains to mess with the shocks off pavement. But the engine temps were a bit higher than normal and I was bothered by how quickly the trans temps were climbing. And I realized I wasn't hearing the fan roar on this hot day. So, I turned around and went home. Nothing overheated. I just wasn't liking what I was seeing.
After a quick drive tonight, I can hear the fan again. I also finished up a chemical coolant flush.
Tomorrow is another hot day. Hopefully between the clutch and flush, I might see something noticeable on the way home.
Last weekend, I ran up to the mountains to mess with the shocks off pavement. But the engine temps were a bit higher than normal and I was bothered by how quickly the trans temps were climbing. And I realized I wasn't hearing the fan roar on this hot day. So, I turned around and went home. Nothing overheated. I just wasn't liking what I was seeing.
After a quick drive tonight, I can hear the fan again. I also finished up a chemical coolant flush.
Tomorrow is another hot day. Hopefully between the clutch and flush, I might see something noticeable on the way home.
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And on the topic of fans, I am trying out a different cheap Android head unit. The previous one would occasionally overheat and lock up. This led me up make a fan unit that lives in the center dash space with the head unit.
It is controlled by ignition power from the head unit. And it pulls air from one side and exhausts to the other, creating a noticeable air movement out of the glove box.
The fans can be heard with the ignition on, but not over the engine.
Maybe it will do something.
It is controlled by ignition power from the head unit. And it pulls air from one side and exhausts to the other, creating a noticeable air movement out of the glove box.
The fans can be heard with the ignition on, but not over the engine.
Maybe it will do something.
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On the drive home today, the engine temps were solidly to the left of 210 the entire trip. This is a change from the needle staying to the right often a couple needle widths last week.
The trans temps never got past the low 150's, down from 180ish on the same trips.
Between the new fan clutch and the coolant flush, something good happened.
The trans temps never got past the low 150's, down from 180ish on the same trips.
Between the new fan clutch and the coolant flush, something good happened.
Always, when things seem to be working the way they ought to.
After work today I finally made it to some rough mountain roads. Lots of big washboard, ruts and rocks on switchbacks that I would normally air down and be a bit cautious of. Not anymore!
The tires are at still at street pressure, the SwayLoc is in soft mode, and the DSC high speed adjusters are set to softest. The Jeep is scary fast, very controlled and the ride is nicer than airing down the tires.
The tires are at still at street pressure, the SwayLoc is in soft mode, and the DSC high speed adjusters are set to softest. The Jeep is scary fast, very controlled and the ride is nicer than airing down the tires.
Can’t have that, JJ. Time for another big change!
There is always more to do!
Last minute trail run for tomorrow. See here!
Thread 'Eagle Rock and Saran Wrap Tomorrow 10Aug2024' https://wranglertjforum.com/threads/eagle-rock-and-saran-wrap-tomorrow-10aug2024.80414/
Thread 'Eagle Rock and Saran Wrap Tomorrow 10Aug2024' https://wranglertjforum.com/threads/eagle-rock-and-saran-wrap-tomorrow-10aug2024.80414/
Last minute rear axle gear oil change tonight! This scared me for a bit. I drained and pulled the cover and found two pea sized chucks off what were clearly gear teeth.
I spent the next 15 minutes spinning the R&P looking for something somewhere. Everything including the spider and side gears looked normal. The locker engaged normally. And none of the gear teeth looked like the broken chunks.
Both Mike and Blaine agreed that these could be pieces of my old Rubicon LSD that broke apart 5-6 years ago and where living inside the oil galleys in the snout until recently.
With that crisis seemingly behind, I put the cover back on using Mopar Threebond with a tiny caulking gun, recommend by Blaine. This stuff is very sticky, very flexible and sets up very quickly. Apply it and bolt the cover on fast.
I spent the next 15 minutes spinning the R&P looking for something somewhere. Everything including the spider and side gears looked normal. The locker engaged normally. And none of the gear teeth looked like the broken chunks.
Both Mike and Blaine agreed that these could be pieces of my old Rubicon LSD that broke apart 5-6 years ago and where living inside the oil galleys in the snout until recently.
With that crisis seemingly behind, I put the cover back on using Mopar Threebond with a tiny caulking gun, recommend by Blaine. This stuff is very sticky, very flexible and sets up very quickly. Apply it and bolt the cover on fast.
Something more fun was addressing the free spool knob on my winch.
I bought this xd9000 almost ten years ago used. My research at the time based on the serial number told me that this was a factory option for a Land Rover Discovery. The knob was meant to be low profile so that the winch could fit inside the bumper. It has often been irritating to use, due to the lack of leverage. I finally bought the normal lever and installed that tonight.
I bought this xd9000 almost ten years ago used. My research at the time based on the serial number told me that this was a factory option for a Land Rover Discovery. The knob was meant to be low profile so that the winch could fit inside the bumper. It has often been irritating to use, due to the lack of leverage. I finally bought the normal lever and installed that tonight.