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well, sorta... and that was my challenge: for the simplicity and in practical scenarios, articulation just isn't there to begin with. That's all. No worries. No, no harm in discussion. Ain't mad, bro. agreed. I understand the 4-link design - spent lots of time researching the 4-link...

and, to me, it looks like most of the articulation is from the front - makes sense because there's much more weight on the front than rear. I just don't think I can get enough flex out of the rear to worry about traction bars being the limiting factor.

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exactly how will they bind given the actual articulation that is present (read: is not present)? There simply is not enough weight in a bob'er and the springs simply don't have enough travel to provide enough articulation to the point that it will bind. yeah, all those other anti-wrap bars...

just remember that the rear axle of a bob'er isn't going to articulate like a rock crawler and not even as much as the stock dual rear setup... A rear wheel will lift before the springs max which is well before the joints bind.

I think you'll find that pulling them off won't help off-road, they shouldn't hinder anything. Actually, they will help keep hop away.

i'm trying to reply and post a pic of my traction bars. the attachment window has crashed my browser 3 times in a row. It'd be great if this site had modern forum reliability like everywhere else on the 'net... i was trying to say my traction bars are great and blah blah blah. so tired of...

The answer is in the article: The fluid capacity for the entire range (i.e. pad life span) is more than the drum wheel cylinder - yes, the volume of fluid in a caliper piston can be greater than a wheel cylinder. However, upon activation of the braking circuit, the caliper uses much less...

...and when you trace the lines of those split volume master cylinders, what you'll find is the large volume section at the end (i.e. closer to the front of the vehicle) is the chamber that feeds the rear drums and the small chamber feeds the front discs. The reason is what Steve said - even...

he's not trying to reduce engine power to the wheels to prevent slipping (i.e. on a wet road), but rather transfer power from a slipping wheel to a wheel with traction. ... Heath, I was actually thinking about this yesterday (now you've got ME pondering it!!!). you would really need the...

The thing that's different between ABS and traction control is the action that is taken when speed differential (slip in TCS, stall in ABS) is sensed: ABS - opens a valve to momentarily relieve braking pressure in the stalled wheel zone in order to let the stalled wheel(s) regain speed, then...

Torsen diffs are not open diffs - they rely on torque bias, which is why applying more brake allows the 'seeming' transfer of power. It actually just changes the bias of the diff - the brakes don't transfer the power, the diff bias does.

Do we believe we can get a processor (to include hardware, firmware, and programing development) to do all this (6 wheel speed monitoring) for less than $1500 by itself? you also need to add a pump separate of the braking system to provide braking pressure to any 1 - 3 spinning wheels. while...

agreed. I have forgotten that my hubs were locked and have done quite a bit of driving without any noticeable 'locking' going on up front. It wasn't until I went to lock the hubs did I realize they were already locked. I have never had the front 'lock' and give trouble steering with front...

standard hydraulic theory says that if you have a failure on a single circuit, then there won't be any ability to build pressure in the rest of the circuit. Therefore, a truly blown wheel cylinder may in fact allow fluid to escape without enough residual pressure to provide much, if any...

disc brake caliper pistons require less volume to operate than a comparable drum slave cylinder. The extension of the slave cylinder is much much farther than a caliper piston.

yes, few vehicles came with them, however, most any MD and below vehicle comes with them now. I was poking at the 'modern' part since that's what any truck in it's GVWR class would come with today. just poking.

Those two parts of your statement seem to conflict. :mrgreen:

yes, it is noticed. you will get used to either coasting or applying some power around tight corners to avoid noise. spend a few bux more (literally) and buy Ouverson - it is the best quality and is the only upgradeable locker out there. Randy stands by his stuff if it ever breaks.

purely enjoyable. really has the power to get to whatever speed you need - no trying to wind out a gear to make sure you get to the right speed. just press harder and you'll get there no matter what gear. I know, I know... I haven't taken any more videos at all. I've been asked many many...