JB74 Traction Improvements

Yup, you are correct.   I just called the support department at ARB and received the part numbers for the Lockers.   I guess there was confusion for the US dealer and a vehicle that they are unfamiliar with.  Thank you for setting me straight on this one.

The Jimny only has a 1300cc or 1500cc non-turbo petrol engine.
While it works well, (very well actually) you're always going to have to gun the engine to get through the rough stuff.
The new Jimny has 103bhp at 6,000rpm and 134Nm torque at 4,000

My Defender has 250bhp at 4,000rpm and 600Nm torque at 1250rpm. It will climb most things without touching the gas pedal.

But l would rather be off road in the Jimny. lt's smaller, lighter, more controllable and generally more fun.

wrote:

 Does the All Grip Pro system work with ATB LSD, or is it one or the other? 
 

Traction control works very well with an ATB LSD. The torque biasing aspect of the LSD magnifies the effect of the traction control.

I think the key bit was earlier, these are very capable little machines. I’ve been doing some gentle trials over the last year in our 2004 jimny with nothing modified apart from a set of Maxxis all terrains. 

I’ve won 3 out of the last 10 rounds…

I’m now building an SJ to go a little further, with a 2inch lift, a set of mild MT’s and a 4:1 transfer box. It’s a ragtop so it’s a little lighter again than the Jim. I reckon it’s gonna be practically unstoppable. 

I reckon get out there and learn to drive it, then when you are ready you can splash the cash 

Trialling is somewhat of a different discipline. The Jimny is small and nimble which gives a big advantage on lots of trials. But they also lack articulation, ground clearance and can be stopped more easily on some terrain.

I’ve been around trialling all my life and competing for 25 years or so.

What the op says is potentially true. The TCS will get you further than open diffs. But under some circumstances it does feel like it makes a meal of it.

I was at the BigJimny event a few weeks back. There was a good little cross axle climb. Wish I’d got it on video. A non TCS Jimny with stock suspension wouldn’t drive up it I’m sure. Not without lots of speed and moment or a different line. Both of which side step the main point under discussion. The first time I drive it, it cross axled and spun opposite wheels. I expected the TCS to just sort it and continue up. But it rolled back several feet before (like 2-3 feet, enough to feel a little alarming) sorting itself out. There where 3 cross axles on this climb and each one it rolled back and felt like it needed excessive revs to get the TCS to work.

I drive this 3 maybe 4 times in total. And did perfect how much throttle input was needed and could get it to mostly scrabble up. But it might still have been close to being called a stop on a trials event.

Ultimately the TCS allowed the vehicle to make the climb it otherwise wouldn’t have been able too without any traction aids. But it wasn’t very elegant. Lockers or ATBs combined with the TCS would have been nicer and smoother. Although arguably more flexy suspension would also help here. But I think the op said it was more a loose surface they where climbing.

On more level terrain, that is to say on a less steep gradient the TCS does a much better job. But it did catch me slightly off guard when it abruptly rolled backwards the first time.

Also at the big Jimny meet and I think Dr Robin might have a video of it but I was scaring a newbie passenger with some off camber side slope action as you do. But I did a climb through some mud and up over an axle twister and whilst I dragged a radius arm mount due to being unlifted and heavy, being automatic and having traction control I just eased up and over with just a hint of TC at the very top as I was really crawling. This was on road tyres. Robin did the exact same obstacle but he is manual and no TC but he did have his maxxis worm drive and a little more ground clearance and without a passenger and it was a very different process. Ok I have had Jimny for the last 16 odd years and have been off road driving since I could reach the pedals 40 something years ago but this combination of gearbox and electric trickery is by far and away the most complete package for getting cross country, yes it could be improved with a smidge more clearance and a little more traction but as a compromise between cross country and roads it's bob on.

wrote:

Trialling is somewhat of a different discipline. The Jimny is small and nimble which gives a big advantage on lots of trials. But they also lack articulation, ground clearance and can be stopped more easily on some terrain.


 

Remove the anti-roll bar and it flexes better than a Ranger Rover Classic
In the attached pic my 2012 Jimny with 50mm lift and no anti roll bar on the left, right is my 1984 SJ410 with OME Suspension.

1980 Range Rover Classic - 730

wrote:

wrote:

Trialling is somewhat of a different discipline. The Jimny is small and nimble which gives a big advantage on lots of trials. But they also lack articulation, ground clearance and can be stopped more easily on some terrain.



 

Remove the anti-roll bar and it flexes better than a Ranger Rover Classic
In the attached pic my 2012 Jimny with 50mm lift and no anti roll bar on the left, right is my 1984 SJ410 with OME Suspension.

1980 Range Rover Classic - 730

For me I'll be leaving the anti roll bar in place on the Jimny, it is my road car. I have a dedicated vehicle for trials.

Does the Jimny have anti-roll bars both ends? I can't recall. Either way suspension travel is quite a bit less in stock form vs a stock Land Rover.

I did a back to back test the other year of a Jimny against a Land Rover:


By the way, RTI is also about wheelbase not just suspension travel. A Range Rover has the same suspension travel as a Defender. I don't know the scores for a Defender, but you have 92.9" wheelbase on the 90, 100" on the RRC and 110" on the One Ten.

Not knocking the Jimny's, they are awesome. But out of the box less capable than a Land Rover, but more nimble which can even up the playing field. The TCS is a game changer vs open diffs. Although Land Rovers got TCS from 1998.

It depends entirely on the situation. Deep ruts, the Land Rover wins. Most other situations, I'll take the Jimny thank you.

I have a friend who fitted a rear diff lock to his 90, purely because his wife was doing obstacles with her open diff gen 3 Jimny, which no matter how hard he tried, he couldn't get the 90 through. The 90 with the rear diff lock was absolutely unstoppable though.

The picture of the stickers?

wrote:

It depends entirely on the situation. Deep ruts, the Land Rover wins. Most other situations, I'll take the Jimny thank you.

I have a friend who fitted a rear diff lock to his 90, purely because his wife was doing obstacles with her open diff gen 3 Jimny, which no matter how hard he tried, he couldn't get the 90 through. The 90 with the rear diff lock was absolutely unstoppable though.

As an owner of both I'm not particularly biased either way. But I do seriously struggle to believe the claim a 90 needed a rear locker just to match an open diff Gen 3.

Have done lots and lots of trialling and setup over the years in quite a few different vehicles.

Throttle blipping and left foot braking allied to light weight and smaller size can go a long way to countering a locking diff.

Roger