Help! Does anyone have experience with both of these forms of traction
enhancements. I am looking at new trucks and don't feel I need a 4x4
if I get an anti-slip 4x2. My problem is some offer anti-slip rear
axles and some accomplish anti-slip using the ant-lock brake system to
switch traction to the other wheel. Which is best for street and what
are the pros and cons of each system?
On 14 Jan 2004 16:11:32 -0800, firstname.lastname@example.org wrote:
I personally don't care for electronic traction "enhancement"....
people should just learn how to drive. mechanical locking diffs
aren't a 100% replacement for 4wd..... when the rear is locked under
slippery conditions, the truck will have very poor lateral
stability... i.e. the rear will swing out. why this happens is
because with a locked rear end you don't have a non-spining wheel to
keep the vehicle tracking properly. I find having 4wd (used only when
it's needed) to be much more predictable.
That's a good question... I'm really not faimiliar with the braking
type of traction control, but I can say that I'm not much of a fan of
the Eaton mechanical locker, code "G80" in any GM.
I feel as thought it engages to abruptly, and never when you really
need it to.
For instance, my driveway is at a slight incline. I have no problems
getting up it with mild amounts of fresh snow on it, but when it packs
down after a couple of days, it can get pretty slippery. If I stop at
a slick section, and accelerate gently, one wheel will probably slip,
it may spin up to the 200rpm engagement point, where it kicks power to
the other wheel. The big jolt just breaks the other tire loose, and
the locker gets a little confused because everythings spinning at the
same rate... it'll usually unlock, and repeat this all over again in
a rather fast rate. A couple "bumps" every few seconds.
I see that the GM brocure said something about it being good for
slippery boat ramps, or something like that... I've never had the
truck on a boat ramp or any other slippery surface other than snow,
so I'm not sure how it works in that area.
I'd rather see something like the good old clutch pack or one of those
newer gear driven "Z-name" limited slips like the F-body's (Camaro,
Firebird) have. (I can't remember the name of it) I think even the
new Jeep TJ's are using these -- the Rubicon also gets the e-locker
on top of it)
Well the H2 uses the brake system to control it. I don't know what that
tells us though. Cadillacs have it too. Only problem is when you have
independent suspension and one side becomes disconnected you are stuck and
have absolutely no way out. (I only mention it because my POS cadillac did
it to me 2 times)
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