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25

To expand a little on what Eric said... I consider the 4WD versus AWD to largely be marketing terms differentiating between vehicles with additional ground clearance and plating underneath to protect sensitive components while going over rough terrain off-road travel (4WD) from systems that are targeted more towards on-road travel (AWD). Though this is ...


11

Belt vs Chain in Motorcycles It's difficult to say which one is better. Depending on the application, one can be better or not in the particular role. High horsepower applications are not the place of belts and low maintenance is not the place for chains. Applications vary and one is not necessarily better than the other overall. The role of the final ...


10

The vehicle in question is a front-wheel drive. FWDs are sensitive to front wheel alignment, since the front suspension and wheel linkages work under different conditions when accelerating and not accelerating: on acceleration, the wheels push backwards on the road, thus tend to move the front suspension forwards relative to the vehicle. on ...


9

OP, Here's an example of a plastic engine cover on my 2001 VW Jetta VR6: I can't speak for your car in particular (unless you specify what it is), but in my case it has a number of non-critical functions: Aesthetics. This looks far nicer than seeing a bunch of exhaust headers (stock ones are never pretty), oil seepage on my valve cover, fuel injection ...


9

The short answer is probably not, but you are creating undue hardship on the internals that will likely lead them to fail earlier than they would otherwise. When you drive your car, you are putting wear and tear on basically everything. Driving your car harder (accelerating quickly, stopping abruptly) just adds to the wear you are putting on it. Even just ...


8

The short answer is that yes, you can change your differential to optimize fuel efficiency. CAVEAT: it is almost certainly not worth it. Here's a very high level discussion of why there are better ways to achieve the same goal (better fuel efficiency): Think about how the air-fuel mixture in the engine is managed: for each revolution of the engine, a unit ...


8

Yes, gear ratios are the second largest influence on your fuel consumption. Number one being maladjusted timing. I always relay the story of my and my wife's cars: she has a 1.4 Opel Corsa and I have a 2.0 Turbo Coupe. While my car has more than twice the power of hers and weighs 350kg more, we get about the same consumption figures (she gets 12.5km/l and I ...


7

Here are some reasons why some manufacturers use belts. Smoothness of the drive: The belt has the quality of putting down the torque of the engine much more smoothly and gradually than the chain counterpart, in a belt driven motorcycle you wont feel the sudden TUG when you twist the throttle.(This is the reason usually cruisers have this design and not the ...


6

I think it's more related to the angle of the driveshaft from the transmission to the differential. This way you could have more suspension travel without putting too much constraints on parts. In fact, to answer your question, it may be related to the geometry of the truck/driveshaft that manufacturer will select one type over another one. If the truck is ...


6

So two things to consider, acceleration from stopped, and top end speed. And based on your question, the following are identical: Engine horsepower Aerodynamics Gear ratios Tire size And the only difference is one is a transverse mounted front wheel drive, and the other is a rear wheel drive. Acceleration from a stop In this case I think if the two cars ...


5

It can be very difficult to isolate if it is from the tires or the drive line.. but most of the time, it is the tires. Looking at the tires with the naked eye when there is no load on the tire is not very telling though. The best thing is to find a shop with a Hunter DSP 9000 or similar machine that measures so called road force. This will measure the tire ...


5

I think the listed stats make it pretty clear: you are driving a heavy van with a fairly low power engine. More importantly, it's likely that you have a low torque engine which is critical to keep the vehicle rolling. What you're used to in the passenger car is the same as what happens in the van, just to a lesser degree. In your passenger car, you were ...


5

I pulled the tires off and inspected the front end suspension and steering, and found that the sway bar linkage on the drivers side was detached.


4

To this question, there are quite a few perspectives to answer the question from. For example, advantages to the vehicle manufacturer of using transmission + engine types that are already developed and have passed emissions (Notice that manufacturers seem to use variants of the same engine for multiple vehicles) or are lower cost, may not include any ...


4

Both methods of drive have their advantages. FWD is generally cheaper to build, and gives more space inside the vehicle (as there is no need for a transmission tunnel). It is also generally easier for a less skilled driver to control - Most ordinary people don't want to need to learn how to drift or control a slide. On the other hand, smaller FWD cars can ...


4

In regards to most pickup trucks 2WD - RWD — only the rear wheels turn. If the diff's have limited slip they will allow some variation across axles in tire speed. 4WD High — all 4 wheels are driven. If the diff's have limited slip they will allow limited variation across axles in tire speed. 4WD Low — all 4 wheels are driven. All diff's are locked. This ...


4

I have a VW Jetta 1.8T. The factory service manual produced by Bentley (for Volkswagen) specifically calls this component the upper sound absorber panel. To an extent, these are eye candy, but their primary function is for sound dampening. That being said, I know many people remove them when they are displaying aftermarket components, or keep their valve ...


4

I believe the most common use is noise reduction. As engines got smaller they rev'd higher. The mufflers got moved to the back of the car. No more engine exhaust roar. The result is engine buzz,noise,clacks etc. The cover muffles the injector clicks,belt noise etc. It also just looks cooler to see Vortec, Turbo,SFI .


4

In theory, the harder you accelerate or decelerate(brake), the more you put stress on the different parts. Most stressed parts when accelerating, in this order: Gearbox gears Crankshaft Fly bearings Piston rings etc etc. Most stressed parts when braking: Forks and the rubber buffers Wheel hub Tires


4

Newtons Third Law For every action, there is an equal and opposite reaction. The statement means that in every interaction, there is a pair of forces acting on the two interacting objects. The size of the forces on the first object equals the size of the force on the second object. The lateral center of gravity (CG) is above the axle as well. So you have ...


3

So you need to find out where on your drive train. Get your Jeep up off the ground so you can drive the wheels, and have a listen. Likely places: Differential Universal joints on axles Tire rubbing on bodywork Brake pad rubbing against disc


3

4WD is distinguished from "part time" 4WD in that you can't turn it off - the vehicle is always in 4WD. Vehicles that have this usually have a differential built into the transfer case to allow for full time 4WD even on dry pavement. AWD is almost the same as full time 4WD, except that AWD vehicles generally don't have the high-torque low gear option (4L) ...


3

I also have a AWD Trailblazer, and low diff oil can cause uneven gear wear (mine is perennially low because I have a leaking diff seal which the dealer can't get out). As the oil heats up, the vibration can become more prominent because the thick oil is no longer damping the vibration. You may also want to check that your wheels are balanced. You might ...


3

The synchros will be forced to bear the brunt of downshifting like this The synchromesh gears are gears inside the manual transmission designed to help the engine transition smoothly to its new RPM. They will wear out eventually, but the wear and tear will be accelerated by downshifting without adding throttle to help the engine match its new speed. The ...


3

Unfortunately I can not pinpoint your issue, but will give you the information I have. Since the noise is not speed dependent, yet does not exhibit itself when the transmission is not engaged (either through disengaged clutch or left in neutral), it is my approximation the noise emanates from the transmission. The noise sounds only when the transmission is ...


3

This is more additional points to the above (good) answers. With cost per mile it probably depends a lot on the OE parts prices. With the old Kawasaki belt system used in the 1980s they lasted maybe 50% longer, but failed with little or no warning and cost a LOT more to replace (plus the far greater labour to change them). Belt life on Buells does not seem ...


2

I did this work on my own. I would like to share what I learned on this site. I wanted to write this because I was not satisfied with the instructions I've seen elsewhere on the internet about how to do it. However, I realize that I don't have all the answers, so I decided to instead write a narrative describing how I did the work. It would be great if ...


2

First, as a fellow NA MX5 owner I would simply replace the diff with a Torsen LSD out of an NA 1.8 MX5 and be done with it. It's the most cost effective swap I'm aware of if you actually do need an LSD. Plus it's a fairly strong LSD anyway so unless you're planning to put silly power through it, it should last. That said, the difference between the LSD ...


2

Some of what your friends have told you is nonsense. You will possibly have less chance of getting stuck in the winter in a RWD car, as RWD gives you more grip when trying to accelerate forwards (as weight moves rearward). Whenever I have had to rescue friends in FWD cars, I usually need to use reverse to get grip. Additional set of winter tyres? Nope - ...


2

Someone on another forum I frequent had a Propshaft made by Dave Mac Props in Coventry. It cost him around £300, so I'd expect Driveshafts to be less than that. Otherwise, have you tried more conventional Engineering firms? i.e. non car-specific ones.



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