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Comments
Steve, Host
Today I checked Sam's and they show $123/each for those... They do have a Mich. XRLT in that size for $102/each, but that is not the LTX M/S (hum...maybe it is the X Radial LT... if so, good price on that, but 8/2002 they were $123). My timing may have been bad since I have seen mention of a $60 discount coupon at Costco lately, but I did not find anything better priced in August 2002 that I wanted to put on the Trooper for the next 60,000 miles.
Has anyone experienced the surging/stalling intermittently.
Thanks.
Point being, in the early states it could appear intermittently. Are you out of warranty? If not, just take it in. January (cold weather) is prime time for IMG failure by my experience and according to an Isuzu mechanic I am acquainted with.
BTW, he did spray carb cleaner around the IMG gasket and didn't find any leak,ie: no surge.
Please jog your memory, or the technician's, regarding the cause of the oil consumption! I changed the PCV valve on our Trooper a couple months ago and noted no reduction in the oil consumption rate. Yes, the PCV valve on the 3.5L Troopers does plug into the engine on the right side, underneath the black plastic engine cover. I am very hesitant to use thicker oil (almost always use 5W30, occasionally 10W30) to reduce the consumption, but will probably try it again if things don't improve. I was in the middle of a promising 15W40 experiment when an unexpected dealer visit resulted in that oil being changed out, before I could really tell if the 15W40 was helping to reduce consumption.
99 Trooper S
What gives?
Sam
Paisan has noted that if the tire circumference differs by as little as 1/4 inch, the limited slip differential and/or TOD will behave strangely because the differing rotational rates of the tires make the TOD system believe that slippage is occuring. This condition will cause constant slip in the rear differential clutches and will also confuse the TOD system.
Tom
Yes, there is lots of snow and some ice in Minnesota now, and what happens is fish tailing when turning, sloping, or accelerating. Also some loss of directional control from the front.
No TOD or other warning lights. And like I said, I have better control in 2WD than TOD.
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Example the Michelin p225/70R16s on my wife's car are nearly the same size as P235s.
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Maybe one pair of your tires is a different model like what is store specific vs general or maybe you have some that were made for original equipment and not the same as the normal retail variety. Read all numbers on the tires.
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Especially there will be a serial number that is required to be there that you can take to a tire store and get the story on your specific tires.
Sam
To test the TOD, engage the system and drive about 10 yards to ensure that everything engages. Then jack up the entire front end and turn one of the wheels. You should move the front drive shaft when you do this. If you leave one front wheel on the ground, you should not be able to turn the jacked up wheel at all.
All other things being equal, your traction would be reduced with higher inflation pressures. You could try dropping them a few pounds.
Tom
I will be taking it to the dealer to check the TOD. Can't really do much work myself with a few inches of snow on the ground.
Thanks
Sam
Slipping: Make sure the diameters are very very close. Any variation will cause problems. What are the indicator lights showing on your TOD when you are having "loos of traction" situations? Is it showing 1 bar? 2 bars? 3 bars? If it doesn't show any bars then the TOD isn't engaging properly and you likely have bad speed sensors.
-mike
-mike
At the end of the weekend I checked my tire pressures which I hadn't checked since Sept. They were at 28psi. I'm guessing that this had a significant impact on how well it handled in the snow. For the trip back on the highway I cranked them to 38psi
-mike
-mike
I do think it is great in the snow, I have not had any issues going through up to 16" with TOD engaged.
Maybe it's just my driving style in the snow that allows me to throttle properly with the TOD, but for me the TOD does fine. And when it does cause slippage, I simply engage the 4-low and that is more than adequet. If the conditions are so bad that I need the 50-50 lock torque split I'm not going to be going faster than 45-50mph.
-mike
For those that have a different size spare tire, this system should not be counted on to save your LSD. I'm not an expert on LSD, so I'm not sure how forgiving they are to different size tires. As some have noted on this board, it is not a good thing to run even marginally different size tires on the rear. I'm glad, however, that yours survived okay.
-mike
You might be right about the tire pressure not effecting the diameter, but I'm pretty sure it does.
-mike
Below 7 mph, the TOD clutch is disengaged unless it detects slip. Above 7mph, the TOD preloads the clutch pack with enough pressure to transfer some torque to the front end. The more slippage it detects, the harder the clutch pack clamps.
You'll note that if you gas the engine from a dead stop, TOD will automatically engage based on throttle position, not slippage. It is programmed to preemptively engage under certain conditions.
Tom
BTW, I just looked at the Discount Tire store locator and there is not one within 300 miles of Memphis.
By the way, Discount Tire has an online store, Discount Tire Direct, that seems to be a legitimate competitor to The Tire Rack. Start at www.tires.com and navigate to the online store instead of the physical store locator.
wlbrown, your $530 price isn't that bad when you consider it includes 9.25% sales tax. That works out to about $485 pre-tax, vs. the $436 that I paid-- only about $50 difference.
Having said that, I don't know how much difference this would make in practice, but it can't hurt as a temporary aid as long as all tire pressures are within a safe range.
-mike
It seems to me. When you lower the air pressure you don't really change the diameter, in the sense that some have talked about. Changing diameter assumes you are dealing with a circle, in which case we should probably be talking about radius. Reducing the distance from the center of the wheel to the ground becomes a mute point, as you are no longer working with a circle. The distance to any other point on the tire hasn't change, only on the bottom.
Although, the distance from the center of the wheel to the ground has changed, the contact patch of the tread on the ground has increased/lengthened. The shorter the distance from center to the ground, caused by deflation, the longer the contact patch. Basically, no matter how flat the tire, the entire length of the tread still has to pass beneath the wheel and in so doing the wheel will travel a distance equal to the length of the tread.
If you peel the tread off a 245 and a 265 and lay it on the ground, the tread of the 265 is going to be a lot longer. For every rotation of the wheel, the vehicle will move forward a distance equal to the length of the tread. The tread on these tires is not going to stretch or contract very much, no matter how much air you inflate or deflate it to. I imagine that it will a very small amount, but I don't think it's going to be significant on a truck or passenger car tire, especially a truck tire. Maybe every little bit helps, but there is no way the tread length on a 265, 275,or 285 is going to shrink to that of a 245.
Fuel dragsters use tire that have exceedingly soft side walls and tread that allow them to stretch and increase radius with the increase in centrifugal force caused by high spin rates. This in effect gives them a constantly variable transmission, of sorts. But, these tires bare little resemblance to street tires. Truck tires are very stiff and not likely to deform much.
Remember, a tire mounted on a vehicle is not a circle. It's not by definition, as a circle has a constant radius. A tire on a vehicle has a flat spot, an area at the bottom that has a reduced radius and coincides with an increased length contact patch.
Whew. That's my take on it.
No?
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So it is a better to use the turns per mile number from the tire maker's web site as a constant independent of tire air pressure.
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Since there are steel belts that don't expand much with changes in air pressure, deflating the tire will have very little effect on distance traveled per tire revolution.