Geopaj's Paj (NT VRX)

[geopaj]

How many KMs have you done?

Just over 300,000km.

It’s never had a catch can installed and I only got round to installing the EGR mod at 200,00km. However, I did run a can of Liqui Moly Intake Cleaner through about 3 months before I removed manifold. Maybe that stuff really works??

[_jp_]

Just over 300,000km.

It’s never had a catch can installed and I only got round to installing the EGR mod at 200,00km. However, I did run a can of Liqui Moly Intake Cleaner through about 3 months before I removed manifold. Maybe that stuff really works??

That is really interesting, 200000km before the EGR mod. I wonder what else you do that contributes to keeping the manifold clean.

Fuel choice, driving style, oil choice, mechanical sympathy, magic intake cleaner spray?

I remember the snake guy on here (Taipan?) had pictures of his manifold looking super clean too and always wondered what helped him keep it clean.

[geopaj]

Finally got round to getting and installing one of MM 4X4's awsome Lockup Mate torque converter lockup kits. What an awsome bit of kit!



For anyone interested who is not familiar with MM 4X4's gear https://www2.pajeroclub.com.au/forum...ad.php?t=58899

[ticky]

Hey Justin,

I agree, M&M's Lockup kit is awesome. Have you done any towing with I yet, that's when it really starts to shine.


Sorry about Friday night, for some reason, I thought it was Saturday night. Have to catch up again soon.


Steve

[cruisn06]

Finally got round to getting and installing one of MM 4X4's awsome Lockup Mate torque converter lockup kits. What an awsome bit of kit!


For anyone interested who is not familiar with MM 4X4's gear https://www2.pajeroclub.com.au/forum...ad.php?t=58899

Oh man, I cant rate them enough. I run mine in manual mode all the time. it just drives so nice.

[geopaj]

A mate and I both love 4wd'ing, camping, and getting 'outdoors'. We got talking and agreed we should do some 'environmental giving back'. To cut a long story short, we liaised with Clean-up Australia and the York Peninsula Council (who formally agreed for us to access the area and covered the dumping cost), and arranged to do a rubbish clean up along a York Peninsula beach.

At the start of the day;


I was somewhat surprised at how much rubbish we collected from just 10km of beach


As well as having a great day of 4wd'ing, we ended up cleaning up 10km of 'pristine beach' - what's better than 4wd'ing AND giving back to the environment.

[kblof]

Thats awesome well done

[aussieintas]

Nice work

[geopaj]

My wife had a work conference in Canberra so we decided to make it into a family holiday and took the camper trailer. We spent a week in Canberra and also did a detour on the way home and spent a couple of days in the Riverland visiting friends.

As well as the 'usual' touristy stuff, we also spent a couple of days exploring Brindabella National Park, which I'd read forms part of the Alpine Region.

Oh my God! As Adelaidians who'd spent the majority of our time 4wd'ing in coastal or outback/desert regions, we'd never experienced mountains and sheer cliff faces like in this area. (Which I'm sure will make locals and those who go to areas like the high country smile)

At the top of Mt Coree, (where the kids were freaking out and refused to even get out of the car for photos!)

[HeavyPizzaz]

At the top of Mt Coree, (where the kids were freaking out and refused to even get out of the car for photos!)

Amazing spot. Took my NP up a couple years ago. What a view. We were up there with an electrical storm only minutes away. A bit worrying, didn’t spend as much time up the top as we would’ve liked. But what a view. An ACT Parks Ranger we got to know a little over the years said it’s his favourite spot in ACT.


Sent from my iPhone using Tapatalk

[SONICMASD]

Research - sway bar disconnects... are they worth it?

After having a play around with a travel ramp at the Loveday SA Forum trip, a few of us in SA have been wondering if sway bar disconnects would be worth while. (Basically, the travel ramp showed that the gen 4s seemed to have limited suspension compression - even with a wheel in the air, the opposite side was not touching the compression bump stop!)

So I did to tests. One 'as is' with the say bars connected, and one with both front & rear sway bars disconnected (left hand link removed).

With sway bars


With sway bars disconnected (compare the body mould line to the top of the front tire)


RESULTS (rear airbags at 0psi);
Raw data...
(Measurements from hub centre to wheel arch edge - in mm)
- At rest - LF 545 - RF 540 -#- LR 545 - RR 535
- Full droop - Front 601 -#- Rear 670
- Diagonal flex (with s/bar) - LF 482 - RF 589 -#- LR 652 - RR 471
- Diagonal flex (without s/bar) - LF 443 - RF 597 -#- LR 655 - RR 460

- Total Articulation (with s/bar)- Front 107 -#- Rear 181,
- Total Articulation (without s/bar)- Front 154 -#- Rear 195

SUMMARY
FRONT - approx. 50mm more flex with sway bar disconnected (mainly in compression)
REAR - minimal different with sway bar disconnected (approx 15mm improvement in compression).

I've worked out how to make sway bar disconnects but, given;
1/. I've got a rear locker and the TC mod,
2/. Legalities of sway bar disconnects, and
3/. The minimal improvement in articulation,
I've decided not to bother at this stage.

Hey, sorry to bring this old topic back up from your built but was wondering a couple things from your testing:

1. I see the full droop measurements but am not sure if that was with or without sway bars and if you calculated the difference between the two?

2. With the sway bar removed, as you pointed out, the passenger side front tire gets stuffed up higher into the wheel well as it allows for more compression upwards. I understand the benefit when a wheel can droop more (more articulation downwards) but what benefit would more articulation upwards have on an IFS vehicle? All I can think of is lower center of gravity at that corner / maybe more weight and traction on that wheel?

Thanks!

[nj swb]

Hey, sorry to bring this old topic back up from your built but was wondering a couple things from your testing:

Don't apologise. I believe it's better to revive an old but relevant thread than start again from scratch.

2. With the sway bar removed, as you pointed out, the passenger side front tire gets stuffed up higher into the wheel well as it allows for more compression upwards. I understand the benefit when a wheel can droop more (more articulation downwards) but what benefit would more articulation upwards have on an IFS vehicle? All I can think of is lower center of gravity at that corner / maybe more weight and traction on that wheel?

Good question!

It's not immediately obvious, but with less "bump" travel (in articulation), as one front wheel runs out of compression travel it has no choice but to lift the entire front end, which also lifts the opposite front wheel - and potentially lifting it off the ground.

By achieving more compression travel, the wheel that is compressing can lift further before it lifts the front end, meaning the opposite front wheel can stay on the ground for longer.

Try to think of it more in terms of articulation. It's not something for which IFS vehicles are well known, but geopaj did achieve more articulation with his front sway bar disconnected. More articulation = better ability to keep both wheels on the ground.

[old Jack]

More articulation but at the expense of reduction of ground clearance.

It is always s fine balance between wheel travel and ground clearance on independent suspension.

OJ.

[Nab]

More articulation but at the expense of reduction of ground clearance.

It is always s fine balance between wheel travel and ground clearance on independent suspension.

OJ.

That bugs me when they compare ground clearance on IFS cars. As soon as the suspension compresses the clearance reduces, so maybe they should measure clearance when suspension is fully compressed!!!

[geopaj]

1. I see the full droop measurements but am not sure if that was with or without sway bars and if you calculated the difference between the two?

The full droop measurement was simply how much the suspension travels down with a large jack raising the body high enough for the wheels to leave the ground. By placing the jack under each diff (front & rear separately) it doesn’t matter if the sway bars are attached or not as both sides of the suspension are doing the same action.

2. With the sway bar removed, as you pointed out, the passenger side front tire gets stuffed up higher into the wheel well as it allows for more compression upwards. I understand the benefit when a wheel can droop more (more articulation downwards) but what benefit would more articulation upwards have on an IFS vehicle? All I can think of is lower center of gravity at that corner / maybe more weight and traction on that wheel?

Any offroad vehicle, IFS or not will always benefit with more articulation - either up or down - as it means the wheels are on the ground for longer.
Basically, in summary, disconnecting the sway bars allows a bit more of both up and down travel in diagonally opposed situations (such as in my test photos).