Here is a great video which give proof that the traction control on the Pajero realy does work! All it needs is a steady foot on the accelerator which does not tap off when the wheel starts to spin. I still prefer diff-lock on each axcle, but this video is proof that traction control will also take you places.
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CATS
2009 Pajero 3.2 DiDc Lwb GLS (Gen4) - Casper (Starting to grow on me)
2001 Pajero 3.2 DiD Lwb GLS Manual (Gen3) - Snoopy (SOLD but not forgotten)
2008 Pajero 3.2 DiDc Lwb GLS Auto (Gen4) - Silvester (SOLD)
2001 Pajero 3.2 DiD Lwb GLS Manual (Gen3) - Snoopy (SOLD but not forgotten)
2008 Pajero 3.2 DiDc Lwb GLS Auto (Gen4) - Silvester (SOLD)
I cant speak for the Diesel, but a little bit of a more steady foot for this guy would mean a much smoother ride and everything will be much easier..
This also shows why I always take a line that will lift one of my wheels of the ground. cuase that immediately give me the closest thing to a difflock.
Cool video Cats!!
This also shows why I always take a line that will lift one of my wheels of the ground. cuase that immediately give me the closest thing to a difflock.
Cool video Cats!!
Site Admin
What is more impressive to me is the choice of line in this video. Several times he has already picked his line way in advance.
Perhaps Gerrit can answer, but would I be wrong in my thinking that TC is probably more "efficient" than a D/L because a D/L only works on the rear wheels, while TC works on all four wheels, and without affecting steering?
Perhaps Gerrit can answer, but would I be wrong in my thinking that TC is probably more "efficient" than a D/L because a D/L only works on the rear wheels, while TC works on all four wheels, and without affecting steering?
Simon Bloomer
Having driven both (DL) and traction control (TC), I can comment as follows:
Yes, as Simon says, TC does not affect the steering as much as DL, and I feel more in control with TC.
The object of both is to have the wheels on the ground have power (torque) fed through them.
TC is superior (to me) in that it locks up only those wheels which need it, and only when required.
Once one gets used to the "jerk-start" modus operandus, TC is a pleasure.
Yes, as Simon says, TC does not affect the steering as much as DL, and I feel more in control with TC.
The object of both is to have the wheels on the ground have power (torque) fed through them.
TC is superior (to me) in that it locks up only those wheels which need it, and only when required.
Once one gets used to the "jerk-start" modus operandus, TC is a pleasure.
Gerhard Fourie
If you want to shoot somebody, make sure you aim at his head, not your own foot.
Me
If you want to shoot somebody, make sure you aim at his head, not your own foot.
Me
Hmmm, maybe Im just lazy, but I like my DL.... I feel much more in control and one doesnt have as much tire spin. It all depends on the situation though.
the only reason I can see difflock being better is the fact that you can keep your momentum and the difflock "pushes"
The TC works of the braking, thus in some(very few) situations it actually breaks that little momentum that was crucial to get through. As it first needs the wheel to spin and then it kicks in, braking the spinning wheel.
The main issue for me here, is difflock has all the power of the engine at your disposal, but TC only the the power of your brakes.
Hope I explained it correctly.
The TC works of the braking, thus in some(very few) situations it actually breaks that little momentum that was crucial to get through. As it first needs the wheel to spin and then it kicks in, braking the spinning wheel.
The main issue for me here, is difflock has all the power of the engine at your disposal, but TC only the the power of your brakes.
Hope I explained it correctly.
Affiliate Member
I'm pretty confident your brakes are more powerful than the engine.AndreBenson wrote:the only reason I can see difflock being better is the fact that you can keep your momentum and the difflock "pushes"
The TC works of the braking, thus in some(very few) situations it actually breaks that little momentum that was crucial to get through. As it first needs the wheel to spin and then it kicks in, braking the spinning wheel.
The main issue for me here, is difflock has all the power of the engine at your disposal, but TC only the the power of your brakes.
Hope I explained it correctly.
ie. you can stop faster from 0-100 than what you can accelerate from 0-100
also the TC only brakes the slipping wheel and then the power goes elsewhere - the wheel with traction.
yes in sand it's better to have the TC off as you need some spin from the wheels (or perfect TC) but in most scenarios TC works great!
Why cant they just have a switch where (just like you can switch TC off) you can switch it on to 'steady supply i.e.
having Traction / torque diverted to all your wheels all the time, as with a diff loc, you don't need to 1st lose traction on one wheel before the torques gets diverted, its there on both wheels all the time.
Surely this would not be too difficult to do
having Traction / torque diverted to all your wheels all the time, as with a diff loc, you don't need to 1st lose traction on one wheel before the torques gets diverted, its there on both wheels all the time.
Surely this would not be too difficult to do
McNoogle,
That is why the Pajero has a limited slip diff, the closest thing to having traction to all the wheels at the same time. Unfortunately, because some wheels have to run faster than others around corners, you must have "slip" between the wheels. The TC senses when the slip is more than can reasonably be expected from normal driving and then grab-grab-grabs the wheel with no traction. The intermittant "grab-grab" is so that the sensor can keep on checking if that wheel isn't back in traction again.
The diff will now react as if the wheel with traction has no traction and all the torque will go there - better than a difflock.
All I know is that the system works, even when I had to pull a Fortuner out of thick sand in the Richtersveld!
That is why the Pajero has a limited slip diff, the closest thing to having traction to all the wheels at the same time. Unfortunately, because some wheels have to run faster than others around corners, you must have "slip" between the wheels. The TC senses when the slip is more than can reasonably be expected from normal driving and then grab-grab-grabs the wheel with no traction. The intermittant "grab-grab" is so that the sensor can keep on checking if that wheel isn't back in traction again.
The diff will now react as if the wheel with traction has no traction and all the torque will go there - better than a difflock.
All I know is that the system works, even when I had to pull a Fortuner out of thick sand in the Richtersveld!
So what your saying is TC with an LSD works better than a locked diff.
I understand the need for LSD on tar etc, but surely an 'always on' approach is better for serious offroading, i.e. when you get into a situation when you would want it on full time.
Also, how does the TC react with water crossing-with a slippery riverbed, surely when your wheels start spinning, you will lose all torque to that wheel, and thus stop dead?
I understand the need for LSD on tar etc, but surely an 'always on' approach is better for serious offroading, i.e. when you get into a situation when you would want it on full time.
Also, how does the TC react with water crossing-with a slippery riverbed, surely when your wheels start spinning, you will lose all torque to that wheel, and thus stop dead?