They are smarter than many of the people they hang out with!
Including me.
They are smarter than many of the people they hang out with!
I would never think that!Including me.
Nope. Call it out! Jackass screwing around when I should have called it good. Played on that obstacle for 10 minutes before the rollover. I can at least say I know where my tipping point is@hosejockey61 ? ...sorry, still too soon?
You really need to change your avatar to that shot of you with both arms up out the window... that's a perfect picture!Nope. Call it out! Jackass screwing around when I should have called it good. Played on that obstacle for 10 minutes before the rollover. I can at least say I know where my tipping point is
How do you calculate dynamic AS?I think that as you start to move away from 100% anti squat in either direction you lose climbing ability, less than 100% looks scary. The black LJ was not helping himself with the heavy ass hardtop.
How do you calculate dynamic AS?
It was a generic you.I don't. I did not like the manners of the rear suspension, so I made a change, tried it out, better but still not happy so I made another change, liked it, made another change, too much, went back to previous setting. I might try the Garret mod next.
How do you calculate dynamic AS?
It is easier to just call it brute force trial and error.One can't.
I'm pretty certain that even the factory suspension specialist engineers only look at a handful of specific cases, both typical and extreme, during the design phase (with pretty advanced vehicular dynamics software) to envelope what they think as the overall Jeep use on and off-road. There is no way any aftermarket designs go into that level of detail. It's simply impossible.
There are lot of similarities to chip design and vehicle design and I'll perhaps start a thread discussing those.
What you have accomplished with the Savvy midarm is very special, because it's born out of experience, well honed intuition and very careful observation of the how the Jeep works (in stock and modified forms). Numbers and models are only a guide and medium of communication. Models by nature aren't perfect, only vary in degrees of accuracy. What matters is good understanding of the underlying physics and how much of that understanding is properly applied to the real world implementation.
It is easier to just call it brute force trial and error.
It always amazes me how much of design comes down to trial and error (or guess and check) vs "real" design. I'm almost convinced that they teach theory in college as a form of hazing...I.E. the guys currently working had to go through it so you do too!. Good engineers and designers are just better at picking a starting point and understanding what they are seeing to make the next iteration better...One can't.
I'm pretty certain that even the factory suspension specialist engineers only look at a handful of specific cases, both typical and extreme, during the design phase (with pretty advanced vehicular dynamics software) to envelope what they think as the overall Jeep use on and off-road. There is no way any aftermarket designs go into that level of detail. It's simply impossible.
There are lot of similarities to chip design and vehicle design and I'll perhaps start a thread discussing those.
What you have accomplished with the Savvy midarm is very special, because it's born out of experience, well honed intuition and very careful observation of the how the Jeep works (in stock and modified forms). Numbers and models are only a guide and medium of communication. Models by nature aren't perfect, only vary in degrees of accuracy. What matters is good understanding of the underlying physics and how much of that understanding is properly applied to the real world implementation.
This.Correct. If the locker wasn't there, most of those guys wouldn't have gotten themselves into a position to back flip in the first place. They should remove the locker.
Open diffs, summer street tires, front wheel drive, etc and these bad things would happen far less frequently.This.
I’ve said it before, the introduction of the Rubicon model is as much of a curse as it is a godsend.
Great package for experienced drivers but a horrible package for a lot of the less experienced drivers.
Before the factory lockers came along an inexperienced driver would typically lose traction before they got themselves into too much trouble. Nowadays there’s a lot of people that hop into a Rubicon as their first offroad vehicle and the lockers are far superior to their driving skills and they end up in situations that an open diff equipped vehicle wouldn’t get them into.
Nope, it's for a CJ, completely different geometry
This.
I’ve said it before, the introduction of the Rubicon model is as much of a curse as it is a godsend.
Great package for experienced drivers but a horrible package for a lot of the less experienced drivers.
Before the factory lockers came along an inexperienced driver would typically lose traction before they got themselves into too much trouble. Nowadays there’s a lot of people that hop into a Rubicon as their first offroad vehicle and the lockers are far superior to their driving skills and they end up in situations that an open diff equipped vehicle wouldn’t get them into.
It always amazes me how much of design comes down to trial and error (or guess and check) vs "real" design. I'm almost convinced that they teach theory in college as a form of hazing...I.E. the guys currently working had to go through it so you do too!. Good engineers and designers are just better at picking a starting point and understanding what they are seeing to make the next iteration better...
I see what you did there, LOLknack