A. - OFF-ROAD DRIVING TIPS
People usually learn management techniques on the road running or "ON THE JOB (OJT) or in the school of hard knocks. Eventually, you learn to handle this way but learn first how to "NOT DO" before learning how to "get it right" can be expensive and discouraging. ROAD activities with a group of experienced people can be a good way to learn if they are willing to help and teach you to know the details off-road driving
Ultimately, if you invest enough time in imitating the techniques of a professional as soon as you handle a professional. However, learning to handle watching people not very experienced, often resulting in a repetition of the same mistakes and bad habits, so be careful who you learn.
not have to be an excellent neurologist to master the art of driving in SUVs, but there are successes and failures, things to do and things that should not be to make things exciting and dangerous things. In order to give beginners ROAD starting point, we begin this session with topics such as attitudes, cognitions, some PRINCIPLES BASIC and "especially" the technique of how to shoot SLOWLY. Subsequently, we will focus on different aspects of managing ROAD in detail. I hope that even the most experienced and fans ROAD to learn, or relearn some of their techniques or perhaps two.
Finally, the time spent or experience on the road, which will develop your management skills ROAD. If you start with the "Basic Principles" in mind, you can avoid many common mistakes people make when learning on the fly.
If you remember a single idea in this article about how to handle off-road, it should be:
DRIVE SLOWLY SO AS POSSIBLE, OR AS FAST AS NEEDED
This wise and short sentence sums up the art of driving in SUVs and comes from the Camel Trophy. The Camel Trophy Land Rovers subjects, with very few modifications, and their drivers to the most difficult terrain, remote and inhospitable on the planet. Camel Trophy participants are sometimes experienced and knowledgeable but others are novices. Anyway, all pilots go through a training course that emphasizes the Basic Principles have in mind. Whether used or not during the competition a month depends on the competitors, but the winners are usually those that use them.
B. - ZEN AND THE ART OF "ROAD"
At the risk of sounding too mystical, let's start by saying that good basis for managing start-road above the neck. JUDGEMENT, forecasting, and setting aside the ego too, are thinking of a good driver ROAD. ROAD good pilots are still maneuvering (obstacles) harder look easy .. No drama, no presumption. ROAD good pilots easily say "NO" to any obstacle that is beyond their abilities, the capacity of their vehicles and "common sense."
The true test of the maturity of the management "ROAD" is when the adrenaline is flowing and the anger is being challenged by others within the group. The friendly competition is one thing, but stupidity is another. Should take the physician's credo:
"ABOVE ALL THINGS getting hurt"
("ABOVE ALL DO NOT HARM.") ROAD translating it into language means you do not hurt yourself, your passengers, your vehicle and / or nature. You are the captain of this little boat, you take responsibility for everything on board. YOU CAN TAKE IT SERIOUSLY AND HAVE FUN WHILE
Yes, the practice of ROAD is a sport, a fun hobby, even an addiction for some. The reality is that it can and does hurt to some people. Others spend a lot of money needlessly damaging their vehicles. The cause of both problems is too fast and / or too much ego. Some say "I DO NOT have a good time unless RESALE HAS SOME OF MY JEEP. I guess for some people this is fine. I do not know you but my money is best applications to use fixing things that were broken by negligence or carelessness.
People are much more difficult (if not impossible) TO ARRANGE
Throughout this article we will discuss the aspects of management ROAD SAFETY in some detail, at least in regard to the vehicle. Much has to do with intelligence and the pilot has control and accountability. about it.
C. - PROTECT YOUR SPORT
ROAD As practitioners we must be aware of the nature. Many of us do a good job keeping us on the road, picking up trash and leaving the areas we visit better than you found them, HANDLE GENTLY BY THE WAY.
However, there are individuals among us who care nothing more than the momentary satisfaction of the impulse to destroy something silly. We call them "arrogant" for not telling them worse. Fortunately, they are a small group, but do more damage to nature than the rest of us together. The damage to our reputation as pilots is ROAD It's like paying huge enemy soldiers your bullets.
our duty to look beyond our own actions. We look to those "arrogant." Sometimes they just need a friendly advice, others something else. It is your duty to enforce the laws but if you let them know they are being observed and that the "arrogance" is not funny.
D. - THE VALUE OF GOOD ROAD TEAM
If you put the best rider in the worst 4X4 and the worst driver in the best 4x4, best pilot will be the best ever. Anyway, imagine what the best driver could make the best 4x4. You can have fun in almost any 4x4, but without changing 4X4 (agency) will force much more than a 4X4 moderately modified. A set of modifications and accessories not only give you more time to your 4X4 but also give you skill and ability to maneuver on roads, obstacles and difficult situations.
E. - vs. AUTOMATIC TRANSMISSION. MANUAL
For lovers of manual transmissions are a headache thinking about switching to an automatic transmission. Likewise, lovers of automatic transmissions think that those who like manual transmissions live in the past. There are advantages and disadvantages of little importance for each type of transmission, but a lot depends on what one likes to use. However, management techniques are greatly different.
The biggest difference in performance (PERFORMANCE) between an automatic transmission and a manual is on the engine braking on descents. The mechanical clutch manual transmission has the advantage of stopping the vehicle speed on a slope. The low gear and the torque converter to help low speed automatic transmission, yet both do not allow one hundred percent of clutch. The manual transmission may not require the use of brakes on a steep descent while the automatic transmission always needs a judicious stand on the brake pedal to keep the speed low.
With automatic transmission can withstand a higher gear because in effect the torque converter is a variable ratio of the first. The mechanical relationship of the rear sprocket on most vehicles with automatic transmission is 2.4-3:1. It does not seem impressive until you multiply by the ratio of torque converter, usually 2.0-2.5:1. This relationship combined with mechanical relations gives the effect of a lower ratio. This "relationship" changes with engine speed. You can have a 2.5:1 drive ratio (multiplied by the mechanical connection) to 850 RPM to 1000 RPM but drops to 1.5:1 and, for 1500 RPM converter clutches almost one to one.
effective management technique for a vehicle with automatic transmission is to use the left foot on the brake pedal. In certain situations, like climbing on rocks, use simultaneously the brake and accelerator. For example, in rocky ground, you have enough throttle to 1000 RPM and use the brake to control speed. A brake light when a rock climbing and braking more pronounced when lowered.
Driving with a manual transmission requires making decisions. Often, you have to choose the right gear to perform the task without a second chance. The most significant example of this is climbing, which is not always advisable to change half way up. It should also be more careful of your gear (powertrain) when the lever. Excessive use of the accelerator pedal causes severe impact loads to the drive train. The damage to the drive train in 4X4 manual transmissions are much more common than automatic transmissions.
If driving a vehicle with manual transmission should acquire the habit of leaving the powertrain work at their own pace before hammering the throttle. And above all do not hit the clutch. Except for the right moment that makes the speed change is to keep your left foot on the floor. When you climb slopes, if you're not in sync with your motor you can lose control. There are some situations emergency where you release the clutch pedal feeling that your engine is broken. At any other time NOT USE THE CLUTCH. If you find that you are using the clutch constantly probably need to change gear at LOW GEAR.
In general, the automatic transmission has better performance in almost all fields. It takes an expert to speed changer that with a manual transmission can match the smoothness of an automatic transmission in SUVs. Without the fear of getting stuck, the average auto vehicle can climb safely land on which a vehicle similar manual atoraría and bounce out of control.
F. - EYE SETTINGS AND SELECT LINES Your
4X4, 4X4 all, you need only two things to conquer land, TRACTION AND HEIGHT. These two elements are the design and vehicle equipment. In any case, the pilot has to maximize any capacity that the vehicle is carefully choosing the path and route. This technique is known as "CHOOSING THE LINE" (PICKING THE LINE).
Learn to choose the line is one of the most valuable management skills ROAD. Required to place our mind in a three-dimensional thinking, and while some people show innate abilities in this regard, some not. Anyone can learn at least some degree of mastery in the art. Just a question to practice, practice, practice. Watching a good pilot work can be another valuable lesson.
The first part is to measure the imperfections of the field against CLAO height (clearance) for your vehicle. This means you need to be familiar with the angles of attack in your car, your angle of approach, angle of departure, the maximum torque angle of your suspension (BRAKEOVER RAMP) and the position of your spreads to obstacles. The easiest way to do that is watching, looking under your car and measuring the angles visually. Walk around, crouch under the vehicle, locate the location parts of it, vital measures angles, and record this information in your mind. Search areas with sufficient height of deliverance, as the areas along the differential and foresees the issuance of vital parts that could get hurt or leave embankment (Binding).
then integrates all this knowledge from the driver's seat and "CALIBRA" your eyes to be able to judge heights (warrants) from the immediate vicinity. Do not hesitate to go out again to review some extent and an additional assessment. Take your time, choose your line. Choose a route where the height of your vehicle (RIG) free of obstacles. Simply put the tire on a rock can be lifted your differential and hostile fight any obstacle. Find a high point set to take you through rough terrain and uneven.
The second part is to choose a line that maximizes traction. Choose one to keep your tires on the floor as a tire in the air does not generate any traction. Avoids much axle articulation when possible, even if the rim is not raised. Clarifying, total joint is when the tire compresses uneven terrain with the terrain and the other lets him fly, or falls below the limits of suspension travel.
Even if the tire is touching fallen earth, may be doing little traction. Traction much depends on the pressure of the floor, or the amount of weight pressing the tire on the floor. Blockers help to handle both tires, but still available traction is reduced to a single tire.
G. - USE BOTH TIRES ON THE FLOOR IS MUCH BETTER
The joint is often inevitable, but if you can at least maintain a level axis and generate traction, you're better off. A pair of shafts fully articulated is the KISS OF DEATH in a vehicle with open differentials (open diffs) both front and rear. Skidding tires without charge period. A block at one end you take it outside, but all the torque be in a single arrow, so go easy on the throttle to not break any device.
H. - MOMENTUM vs. USING HIGH OR LOW
One of the hardest lessons to learn and less commonly learned, is the use of DOUBLE DRIVE vs. MOMENTUM. They are constantly confused. When and where is the key and use is obvious but will talk more in front of her. Once an object is moving, it resists the slowing. A 2-ton vehicle and moving average takes a while to stop. Conversely, it also takes some energy to get moving.
A good example for the use of MOMENTUM is very steep hills drive marginal. When attempting to climb it, the tires skid. If attacking a speed of 3 mph, the momentum of the vehicle reduces the need for traction climb accordingly.
The best way to use MOMENTUM is to go short distances. You have to start small and increase MOMENTUM as needed on successive attempts. A good starting point is 2-5 km / h. There are times when it is needed. In contrast, too much momentum in the wrong field (rocks, for example) can cause major damage. Normally
WHEEL DRIVE (acceleration) is required only when needed to make the tires skid. This occurs in certain types of mud, in which they need to eject the excess mud from the tires, cleaning the cuttings of these and thus gain traction. The danger is that if the tire that is sliding, traction in its path could be disastrous for the drivetrain (call arrows or differential).
I. - THE VALUABLE SUPPORT OF A FENCE (SPOTTER)
Being guided by a person in our absolute confidence from outside the vehicle during a difficult maneuver, can be the difference between a hurdle in one piece or several.
The guide (SPOTTER) has complete visibility and can judge angles and poundage of the vehicle much better than the person behind the wheel. A guide should be someone in whom we have great confidence because it is passing control of the vehicle to him or her. The guide in this case becomes the pilot and the pilot becomes his faithful servant. You have to follow exactly the guide's instructions. If you can not see the phone, tell them. Ignore the other "helpers" and concentrate on the designated guide ONLY. Relies more on hand signals (non-verbal), verbal instructions in the guide yells from outside, as they may be misinterpreted or may be lost with the noise of the V8 engine. 2 .-
MANAGEMENT TECHNIQUES IN MUD
The sludge is highly misleading, can completely change features a few meters, it should react differently in each section.
A. - THE SCIENCE AND FLOATING TRACTION TRACTION
provides movement through the mud and floating keeps the mud. The sludge may create a very important resistance, even when only the tires are on it, and the more buried are the rims and bottoms are submerged in the mud, the greater the resistance. If the resistance exceeds the traction cease to move. In most types of sludge, the idea is to keep the drivetrain parts out of the mud and this is where the waterline.
pressure flotation is the ground that the vehicle carries vs. the soil's ability to cope. The ground pressure is reduced to disperse the weight over a larger footprint of the tire. A tire with low pressure allows the footprint is larger, so a little deflating tires is a good tactic to deal with the mud. Other tactics would be to use wider tires or reduce vehicle weight.
In regards to traction, the tire tread or you can cross the obstacle or leaves you stuck. Tires with aggressive segments act as a palette. The danger is that some mud sticks to the tire, fill in the branches and making donuts in mud. When this happens. The segments do not generate TRACTION. The more open design wedges itself is clean better than a more closed design segments. In some cases, the tires skid slightly allows the centrifugal force clean the mud out of it.
TRACTION may also depend on the pressure of the soil, usually the higher the pressure better. Traction tire converts torque in forward motion of the vehicle. If the torque applied by the tire exceeds what the floor can support the tire slip. In some cases, flotation and traction in opposite directions. If the tires float very well, traction is reduced due to insufficient soil pressure. Conversely, if too much pressure can have TRACTION soil while you sink. Adjust the tire pressure is probably the best way to solve the problem.
If you are constantly slipping in the mud and not moving, the pressure of the tires to reduce the footprint of it a little and thus increase traction. If you keep skating even with a lot of air in the tires, maybe your tires are too big for the weight of your vehicle.
If instead you're sinking low tire pressure to earn more FLOTATION. If you do this consistently in the land more visits, then your tires are too thin for the weight of your vehicle. Choose your tires on the ground thinking that more frequent.
B. - SELECTION OF GEAR HIGH OR LOW "
to cross mud is important to choose the right gear. Since the torque multiplying gear tires, a low gear (low) can cause loss of traction. If you need to slip the tires, a higher gear this will turn faster.
Generally, you must cross the mud at a moderate pace, high "HIGH" and a comfortable driving speed for the engine. The definition is that SPEED DRIVE with lower engine RPM without choking and can be further accelerated if necessary. With manual transmission is generally used the 2L (SECOND LOW GEAR RANGE). With automatic transmission, use "D" for vehicles with three-speed or "3" for those with overdrive (overdrive) and let the machine pick the speed you want.
Exceptions to the above, include manual transmission vehicles with very high gear they need the first gear or low gear vehicles that can use a higher gear or a higher rank. Other exceptions may be the need for a vehicle transmission automatically in a specific gear and sometimes throw (safari) at the most inappropriate. Despite these general rules, you must adjust to the situation. If your tires are spinning in a low gear change to a higher one or vice versa.
C. - CONTROL OF THE DOUBLE (acceleration) and the skater TIRE
This is a double-edged sword. There are two ways of slipping the tires, the former is more aggressive and a lot of throwing mud and the second is more conservative. Both have their time and place. There
vehicles develop competence in mud dredged up to 5500 RPM and 10 meter hole which could pass a Kenworth. Mud competitors professionals do not necessarily do what we must. If you try this technique in a 4x4 vehicle you can sink into the mud or you can break some mechanical part of your drivetrain.
This technique works for vehicles built especially for mud, using hidriplaneador effect of its huge tires that keep turning without sinking into the mud. In these vehicles, the powertrain is super strong, super tires and engines are built for high revs. The method that you should treat wild or wild depend on your computer. If your vehicle has the qualities or characteristics mentioned above can do that. It should be noted that this technique requires only a part of the time, not always. If you do just to show off, end up being the fool of the group and will break a shaft or gear.
more conservative approach is used when traction is marginal but the float is good. In these cases use a higher gear and let the tires spin a bit. You'll find that speeding more or less, you keep moving forward. When the vehicle starts to pick up speed a bit loose on the gas.
D. - TYPES OF MUD
There are many types of mud and each requires a different technique. Here we mention the basic types and subtypes. Mud
greasy .- This is generally not very deep but because it contains much clay, it is very slippery. Find something similar in Azufres where you have good flotation, but little traction, so I usually have to have the tires inflated. This mud sticks to the tires, so it takes a picture in tires clean itself.
In this type of mud you can use the technique of spinning the wheels to clean and get traction, it is also likely to MOMENTUM need to cross the mud. It's easy to lose control and hit a tree or a rock when your ability to maneuver is limited. Mud
THICK. - It looks like the greasy mud but it is much deeper, also contains clay but more watery. This type of sludge is difficult because you do not give or flotation and traction. Apply the same technique as with greasy mud but you have to winch, slings, shackles, pulley and Pull Pal READY.
Ice Cream Chocolate Mud type .- This sludge has the consistency of fresh cream and is usually served in mountainous areas. The flotation and traction can be decent. Choose the maximum float in this type of mud. Mud
Oloroso .- This sludge is usually near marshes, mud type resembles the Chocolate Ice Cream and contains organic matter decomposition. Use the same technique you use for the sludge ice type but adjusts the technique a bit since this is more watery mud. Sandy mud
.- It is commonly found in mountainous areas, and contains both sand and pebbles. Usually, this mud is not careful, you give good flotation although it may eat your tires. Mud covered
.- This sludge is of any kind but is hidden under water. Can be found in streams, rivers or ponds. Sometimes it is a sandy sediment. Without running water, mud bottom usually contains rocky, greasy, or GUMBO. Mud
rocky .- Any kind of mud or stone ground is bigger than a fist.
Here, the danger is damage to the underside of the vehicle and / or tires. This type of soil combined with a slope can be one of the most difficult situations. Although there is no danger of sinking, the rocks beneath your tires have good traction avoided. If you take away too much air you run the risk of cutting with a stone and if you put too much air is not fit to the surface and, therefore, have no traction. Traction can be good and bad at times and, if you're skidding wheels, you suddenly have too much traction and break some part of the powertrain. Mud type
Fideo .- This is the kind of mud that is mixed with branches, wood, etc. This type of cutting or drilling mud may your tires, exhaust pipes damaged or broken lines brake. You have to adjust the tire pressure for consistency and must be very careful.
E. - MUD vs. OPEN DIFFERENTIAL, LIMITED AIR LOCKERS slips and
An open differential (OPEN DIFF) is the bane of runners. If you put a tire on solid ground and the other on clay, the torque will take the path of least resistance and lead to tire in the mud. In theory, when both wheels have equal traction on both sides, both sides must pull, or maybe not. NO is more common.
The LIMITED Slips are a little better in mud, an economical and friendly to use an option on the pavement. The LIMITED slips work best when there is not much difference in the pneumatic tire traction and most of the time the sludge can not handle this type of blocker (LIMITED SLIP). The type clutch slips LIMITED loosen over time and with the miles. The briefs LIMITED engagement type need the brake pedal.
blockers tires are the best option although the difference between a limited slip and blocking is not much. The difference is most noticeable in rocks or rough terrain where the tires are raised from the floor. In these situations, these blockers are the KINGS.
F. - NOTES FIRST, DRIVE STRAIGHT
Most people get stuck or bound for failure to observe before. When you go to cross a muddy area great first note. If you see recent shot (finger) is a good sign. Notes
depth, the type of mud and the shortest path to cross. Avoid if possible laps. Why? First, because the tires rotated causing greater suction and this can override the traction. Second, and applies mainly to OPEN diffs, in more or less equal traction, a front OPEN DIFF will pull both front tires. If the tire is rotated a few degrees of the center, the torque will probably go to one side of the front tires. EXAMPLE
Imagine being across a greasy sludge that requires some tire slippage. Going very well a while but the vehicle starts to decelerate. Accelerate more or less do not have any effect. In this case the method exists ZIG-ZAG. Try turning the steering wheel from side to side either a quarter or half turn of the wheel. Probably begin to move again. What happens is that this method allows the edges of the tires from sticking to the ground. This technique is very effective with all-terrain tires are not very aggressive saturated mud. In these cases the banks or edges of the drawing are the most important. Much
FINALLY sludge can be hard on your vehicle. Not only is the fact that you have sandy water entering sensitive areas such as differentials and transfer cases but the mud has a tendency to wear out the brakes.
After walking a long time in mud, is a good decision to take the time and energy to clean the vehicle underneath. Clean the brake hose. Periodically change the transmission oil, check that the sludge has not entered into the differential or transfer case!
By Jim Allen Team 4-Wheel
