gdje je motor iz volva?emko1234 wrote:http://www.youtube.com/watch?v=qBDyeWofcLYljubav_aha wrote:prije svega mjesavina je najbolja,ali je najvazniji "kostur" autaemko1234 wrote:pa zato sto je to logicno..ako napravis auto od celika koje ne moze dobro da apsorbuje silu bilo kakvog udarca imas vecu stetu po putnike a manju stetu na autu..a onda opet logikom ako si mrtav ne mozes iskoristit manju stetu na autu..aluminij i plastika preuzmu svu silu udarca pri nesreci i onda imas sjebano auto al si ti ziv..tako da ne bi se bas slozio koliko je tacno da su auta danas nesigurnija..
sad se ozbiljno zamislih
ovo bi ti trebalo docarat ono o cemu ti pricam...imas ovakvih primjera milion
masa automobila plus pogon plus vremenske neprilike
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respo
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#26 Re: masa automobila plus pogon plus vremenske neprilike
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ljubav_aha
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#27 Re: masa automobila plus pogon plus vremenske neprilike
Weather
Weather affects handling by changing the amount of available traction on a surface. Different tires do best in different weather. Deep water is an exception to the rule that wider tires improve road holding. (See aquaplaning under tires, below.)
Road condition
Cars with relatively soft suspension and with low unsprung weight are least affected by uneven surfaces, while on flat smooth surfaces the stiffer the better. Unexpected water, ice, oil, etc. are hazards.
aaaaaaaaaaaaaaaa ovo je dodatni motiv moje teme
Cars with unusual handling problems
Certain vehicles can be involved in a disproportionate share of single-vehicle accidents - their handling characteristics may play a role:
early Porsche 911s — suffered from treacherous lift off oversteer (where the car unpredictably leaves the road tail first); also the inside front wheel leaves the road during hard cornering on dry pavement, causing increasing understeer. The roll bar stiffness at the front is set to compensate for the rear-heaviness and gives neutral handling in ordinary driving. This compensation starts to give out when the wheel lifts. A skilled driver can use the 911's other features to his/her advantage, making the 911 an extremely capable sports car in expert hands. Later 911s have had increasingly sophisticated rear suspensions and larger rear tires, eliminating these problems.[citation needed]
Triumph TR2, and TR3 — began to oversteer more suddenly when their inside rear wheel lifted.[citation needed]
Volkswagen Beetle — (original Beetle) senstitivity to crosswinds, due to the lightness of the front of the rear engine car; and poor roll stability due to the swing axle suspension. People who drove them hard fitted reversed wheels and bigger rear tires and rims to ameliorate.[citation needed]
Chevrolet Corvair - cited for dangerous handling in Unsafe at Any Speed caused by poor roll stability due to the swing axle rear suspension similar to that used in the Volkswagen Beetle. These problems were corrected with the redesign of the Corvair for 1965, however, it died from its negative publicity.
The large, rear-engine Tatra (known as the 'Czech secret weapon') killed so many Nazi officers during World War II that the German Army eventually forbade its officers from driving the Tatra.[citation needed]
Some 1950s American "full size" cars responded very slowly to steering changes because of their very large angular inertia, softly tuned suspension which made ride quality a priority over cornering, and comfort oriented cross bias tires. Auto Motor und Sport reported on one of these that they lacked the courage to test it for top speed, probably due to their familiarity with smaller European cars and their unfamiliarity with large American cars.[citation needed]
Dodge Omni and Plymouth Horizon — these early American responses to the Volkswagen Rabbit were found "unacceptable" in their initial testing by Consumer Reports, due to an observed tendency to display an uncontrollable oscillating yaw from side to side under certain steering inputs. While Chrysler's denials of this behaviour were countered by a persistent trickle of independent reports of this behaviour, production of the cars was altered to equip them with both a lighter weight steering wheel and a steering damper, and no further reports of this problem were heard.[citation needed]
The Suzuki Samurai — was similarly reported by Consumer Reports to exhibit a propensity to tipping over onto two wheels, to the point where Consumer Reports claimed they were afraid to continue testing the vehicle without the attachment of outrigger wheels to catch it from completely rolling over. In its first set of tests, the Samurai performed well.[1] R. David Little, Consumers Union's technical director, drove the light SUV through several short, hard turns, designed to simulate an emergency, such as trying to avoid a child running in front of the car. An article published several years later in a Consumer Reports anniversary issue prompted Suzuki to sue. The suit was based on the perception that Consumer Reports rigged the results: "This case is about lying and cheating by Consumers Union for its own financial motives," George F. Ball, Suzuki's managing counsel, said Monday. "They were in debt [in 1988], and they needed a blockbuster story to raise and solicit funds."[2] Entrepreneur Magazine reported that "Suzuki's case centered on a change CU made while testing the vehicle. After the Samurai and other SUVs completed the standard course without threatening to roll over, CU altered the course to make the turns more abrupt. The other vehicles didn't show a problem, but the Samurai tipped up and would have rolled over but for outriggers set up to prevent that outcome"[3] After eight years in court the parties consented to a settlement which did not include monetary damages nor a retraction.[4]. Commenting on the settlement, Consumer Union said,"Consumers Union also says in the agreement that it "never intended to imply that the Samurai easily rolls over in routine driving conditions."[5] CU Vice President of Technical Policy further stated: "There is no apology. "We stand fully behind our testing and rating of the Samurai." In a joint press statement Suzuki recognized "CU’s stated commitment for objective and unbiased testing and reporting."[6]
Mercedes-Benz A-Class — a tall car with a high center of gravity; early models showed excessive body roll during sharp swerving manoeuvres and rolled over, most particularly during the Swedish moose test. This was later corrected using Electronic Stability Control and retrofitted at great expense to earlier cars.
Ford Explorer — a dangerous tendency to blow a rear tire and flip over. Ford had constructed a vehicle with a high center of gravity - the tendency to roll over on sharp changes in direction is built in to the vehicle. Ford attempted to counteract the forces of nature by specifying lower than optimum pressures, in the tires in order to induce them to lose traction and slide under sideways forces rather than to grip and force the vehicle to roll over. For reasons that were never entirely clear, these vehicles then suffered from sudden tire blow outs, which led to a spate of well publicized single-vehicle accidents.
Ford and Firestone, the makers of the tires, pointed fingers at each other, with the final blame being assigned to quality control practices at a Firestone plant which was undergoing a strike. Tires from a different Firestone plant were not associated with this problem. An internal document dated 1989 states
Engineering has recommended use of tire pressures below maximum allowable inflation levels for all UN46 tires. As described previously, the reduced tire pressures increase understeer and reduce maximum cornering capacity (both 'stabilising' influences). This practice has been used routinely in heavy duty pick-up truck and car station wagon applications to assure adequate understeer under all loading conditions. Nissan (Pathfinder), Toyota, Chevrolet, and Dodge also reduce tire pressures for selected applications. While we cannot be sure of their reasons, similarities in vehicle loading suggest that maintaining a minimal level of understeer under rear-loaded conditions may be the compelling factor. [7]
This contributed to build-up of heat and tire deterioration under sustained high speed use, and eventual failure of the most highly stressed tire. Of course, the possibility that slightly substandard tire construction and slightly higher than average tire stress, neither of which would be problematic in themselves, would in combination result in tire failure is quite likely. The controversy continues without unequivocal conclusions, but it also brought public attention to a generally high incidence of rollover accidents involving SUVs, which the manufacturers continue to address in various ways. A subsequent NHTSA investigation of real world accident data showed that the SUVs in question were no more likely to roll over than any other SUV, after a tread separation.[8]
The Jensen GT (hatchback coupe) — was introduced in attempt to broaden the sales base of the Jensen Healey, which had up to that time been a roadster or convertible. Its road test report in Motor Magazine and a very similar one, soon after, in Road & Track concluded that it was no longer fun enough to drive to be worth that much money. They blamed it on minor suspension changes. Much more likely, the change in weight distribution was at fault[citation needed]. The Jensen Healey was a rather low and wide fairly expensive sports car, but the specifications of its suspension were not particularly impressive, having a solid rear axle. Unlike the AC Ace, with its double transverse leaf rear suspension and aluminium body, the Jensen Healey could not stand the weight of that high up metal and glass and still earn a premium price for its handling. The changes also included a cast iron exhaust manifold replacing the aluminium one, probably to partly balance the high and far back weight of the top. The factory building was used to build multi-tub truck frames.[citation needed]
The rear engined Renault Dauphine earned in Spain the sobriquet of the "widow's car", due to its bad handling.[citation needed]
Three-wheeled cars/vehicles have unique handling issues, especially considering whether the single wheel is at the front or back. (Motorcycles with sidecars; another matter.) Buckminster Fuller's Dymaxion car caused a sensation, but ignorance of the problems of rear-wheel-steering led to a fatal crash that destroyed its reputation.
oh,I am so good
Weather affects handling by changing the amount of available traction on a surface. Different tires do best in different weather. Deep water is an exception to the rule that wider tires improve road holding. (See aquaplaning under tires, below.)
Road condition
Cars with relatively soft suspension and with low unsprung weight are least affected by uneven surfaces, while on flat smooth surfaces the stiffer the better. Unexpected water, ice, oil, etc. are hazards.
aaaaaaaaaaaaaaaa ovo je dodatni motiv moje teme
Cars with unusual handling problems
Certain vehicles can be involved in a disproportionate share of single-vehicle accidents - their handling characteristics may play a role:
early Porsche 911s — suffered from treacherous lift off oversteer (where the car unpredictably leaves the road tail first); also the inside front wheel leaves the road during hard cornering on dry pavement, causing increasing understeer. The roll bar stiffness at the front is set to compensate for the rear-heaviness and gives neutral handling in ordinary driving. This compensation starts to give out when the wheel lifts. A skilled driver can use the 911's other features to his/her advantage, making the 911 an extremely capable sports car in expert hands. Later 911s have had increasingly sophisticated rear suspensions and larger rear tires, eliminating these problems.[citation needed]
Triumph TR2, and TR3 — began to oversteer more suddenly when their inside rear wheel lifted.[citation needed]
Volkswagen Beetle — (original Beetle) senstitivity to crosswinds, due to the lightness of the front of the rear engine car; and poor roll stability due to the swing axle suspension. People who drove them hard fitted reversed wheels and bigger rear tires and rims to ameliorate.[citation needed]
Chevrolet Corvair - cited for dangerous handling in Unsafe at Any Speed caused by poor roll stability due to the swing axle rear suspension similar to that used in the Volkswagen Beetle. These problems were corrected with the redesign of the Corvair for 1965, however, it died from its negative publicity.
The large, rear-engine Tatra (known as the 'Czech secret weapon') killed so many Nazi officers during World War II that the German Army eventually forbade its officers from driving the Tatra.[citation needed]
Some 1950s American "full size" cars responded very slowly to steering changes because of their very large angular inertia, softly tuned suspension which made ride quality a priority over cornering, and comfort oriented cross bias tires. Auto Motor und Sport reported on one of these that they lacked the courage to test it for top speed, probably due to their familiarity with smaller European cars and their unfamiliarity with large American cars.[citation needed]
Dodge Omni and Plymouth Horizon — these early American responses to the Volkswagen Rabbit were found "unacceptable" in their initial testing by Consumer Reports, due to an observed tendency to display an uncontrollable oscillating yaw from side to side under certain steering inputs. While Chrysler's denials of this behaviour were countered by a persistent trickle of independent reports of this behaviour, production of the cars was altered to equip them with both a lighter weight steering wheel and a steering damper, and no further reports of this problem were heard.[citation needed]
The Suzuki Samurai — was similarly reported by Consumer Reports to exhibit a propensity to tipping over onto two wheels, to the point where Consumer Reports claimed they were afraid to continue testing the vehicle without the attachment of outrigger wheels to catch it from completely rolling over. In its first set of tests, the Samurai performed well.[1] R. David Little, Consumers Union's technical director, drove the light SUV through several short, hard turns, designed to simulate an emergency, such as trying to avoid a child running in front of the car. An article published several years later in a Consumer Reports anniversary issue prompted Suzuki to sue. The suit was based on the perception that Consumer Reports rigged the results: "This case is about lying and cheating by Consumers Union for its own financial motives," George F. Ball, Suzuki's managing counsel, said Monday. "They were in debt [in 1988], and they needed a blockbuster story to raise and solicit funds."[2] Entrepreneur Magazine reported that "Suzuki's case centered on a change CU made while testing the vehicle. After the Samurai and other SUVs completed the standard course without threatening to roll over, CU altered the course to make the turns more abrupt. The other vehicles didn't show a problem, but the Samurai tipped up and would have rolled over but for outriggers set up to prevent that outcome"[3] After eight years in court the parties consented to a settlement which did not include monetary damages nor a retraction.[4]. Commenting on the settlement, Consumer Union said,"Consumers Union also says in the agreement that it "never intended to imply that the Samurai easily rolls over in routine driving conditions."[5] CU Vice President of Technical Policy further stated: "There is no apology. "We stand fully behind our testing and rating of the Samurai." In a joint press statement Suzuki recognized "CU’s stated commitment for objective and unbiased testing and reporting."[6]
Mercedes-Benz A-Class — a tall car with a high center of gravity; early models showed excessive body roll during sharp swerving manoeuvres and rolled over, most particularly during the Swedish moose test. This was later corrected using Electronic Stability Control and retrofitted at great expense to earlier cars.
Ford Explorer — a dangerous tendency to blow a rear tire and flip over. Ford had constructed a vehicle with a high center of gravity - the tendency to roll over on sharp changes in direction is built in to the vehicle. Ford attempted to counteract the forces of nature by specifying lower than optimum pressures, in the tires in order to induce them to lose traction and slide under sideways forces rather than to grip and force the vehicle to roll over. For reasons that were never entirely clear, these vehicles then suffered from sudden tire blow outs, which led to a spate of well publicized single-vehicle accidents.
Ford and Firestone, the makers of the tires, pointed fingers at each other, with the final blame being assigned to quality control practices at a Firestone plant which was undergoing a strike. Tires from a different Firestone plant were not associated with this problem. An internal document dated 1989 states
Engineering has recommended use of tire pressures below maximum allowable inflation levels for all UN46 tires. As described previously, the reduced tire pressures increase understeer and reduce maximum cornering capacity (both 'stabilising' influences). This practice has been used routinely in heavy duty pick-up truck and car station wagon applications to assure adequate understeer under all loading conditions. Nissan (Pathfinder), Toyota, Chevrolet, and Dodge also reduce tire pressures for selected applications. While we cannot be sure of their reasons, similarities in vehicle loading suggest that maintaining a minimal level of understeer under rear-loaded conditions may be the compelling factor. [7]
This contributed to build-up of heat and tire deterioration under sustained high speed use, and eventual failure of the most highly stressed tire. Of course, the possibility that slightly substandard tire construction and slightly higher than average tire stress, neither of which would be problematic in themselves, would in combination result in tire failure is quite likely. The controversy continues without unequivocal conclusions, but it also brought public attention to a generally high incidence of rollover accidents involving SUVs, which the manufacturers continue to address in various ways. A subsequent NHTSA investigation of real world accident data showed that the SUVs in question were no more likely to roll over than any other SUV, after a tread separation.[8]
The Jensen GT (hatchback coupe) — was introduced in attempt to broaden the sales base of the Jensen Healey, which had up to that time been a roadster or convertible. Its road test report in Motor Magazine and a very similar one, soon after, in Road & Track concluded that it was no longer fun enough to drive to be worth that much money. They blamed it on minor suspension changes. Much more likely, the change in weight distribution was at fault[citation needed]. The Jensen Healey was a rather low and wide fairly expensive sports car, but the specifications of its suspension were not particularly impressive, having a solid rear axle. Unlike the AC Ace, with its double transverse leaf rear suspension and aluminium body, the Jensen Healey could not stand the weight of that high up metal and glass and still earn a premium price for its handling. The changes also included a cast iron exhaust manifold replacing the aluminium one, probably to partly balance the high and far back weight of the top. The factory building was used to build multi-tub truck frames.[citation needed]
The rear engined Renault Dauphine earned in Spain the sobriquet of the "widow's car", due to its bad handling.[citation needed]
Three-wheeled cars/vehicles have unique handling issues, especially considering whether the single wheel is at the front or back. (Motorcycles with sidecars; another matter.) Buckminster Fuller's Dymaxion car caused a sensation, but ignorance of the problems of rear-wheel-steering led to a fatal crash that destroyed its reputation.
oh,I am so good
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ljubav_aha
- Posts: 15082
- Joined: 03/04/2008 19:25
- Location: TURKISH COFFEEBATH
#28 Re: masa automobila plus pogon plus vremenske neprilike
Put a few sandbags directly over the rear axle if – and only if – you have a rear-drive vehicle. This isn't the safest idea. The weight of the sand provides more pressure on tires to provide better traction, but the added weight in the rear of your car decrease maneuverability and braking because the added weight will increase momentum and if too much is added it could "sling" the rear of the car out in a turn. The sand in the bags could be used to provide traction when you're stuck by pouring some sand in front of the slipping tires. When they're in your car, tie them down if they're in the passenger area so that they don't move or fly around if you do end up swerving. But be very careful when braking if the forces on your car are not equally distributed (e.g. braking while turning), because you will have the tendency to spin backwards
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kreso_atac
- Posts: 832
- Joined: 27/09/2010 19:26
#29 Re: masa automobila plus pogon plus vremenske neprilike
Igra masa itekakvu ulogu po klizavom, teze auto bolje ide, i lakse ga je kontrolisati, ali pod uslovom sto ravnomjernije raspodjele mase. Uglavnom je veci problem spustiti se po snijegu/ledu/blatu nizbrdo nego uspeti. I za one koji imaju vozila sa pogonom na 4 evo mali "trikovi": 
dobro mozda i nije neki trik, ali nizbrdo je preporucljivo ukljuciti "obicni" 4x4 kako mi to volimo zvati, otvoriti centralni diferencijal, jer tada ce motor kociti ravnomjerno i zadnji kraj (koji je cesto zeznut i zna "preteci" prednjeg i okrenuti vas na cesti). I kada se ide uzbrdo, ukoliko imate "SUV" (ne volim taj izraz ali eto) koji ce vrtiti samo jedan kotac ukoliko on dodje na klizavo, mozete kada krecete iz mjesta ili idete uzbrdo nebitno, povuci rucnu otprilike dva zuba, sto ce sprijeciti barem u nekoliko to proklizavanje. ili ako vozite automatika jedna noga moze lagano skroz na kocnicu, a druga na gas. Mozda zvuci smijesno, ali ima efekta vjerujte, barem u nekoj mjeri ce pomoci protiv proklizavanja, jer taj 4x4 je promjenjiv u svakom momentu, znaci svaki kotac svake sekunde ima drukciju podlogu, i samo je bitno da se onaj koji proklizava pomakne malo sa te nepovoljne podloge. A u ovom slucaju sa blagim kocenjem ce sprijeciti "eksplozivnost" tog proklizavanja, nece proklizati odmah cim jedan kotac "osjeti" bolju trakciju. Nadam se da smo se razumjeli 
dobro mozda i nije neki trik, ali nizbrdo je preporucljivo ukljuciti "obicni" 4x4 kako mi to volimo zvati, otvoriti centralni diferencijal, jer tada ce motor kociti ravnomjerno i zadnji kraj (koji je cesto zeznut i zna "preteci" prednjeg i okrenuti vas na cesti). I kada se ide uzbrdo, ukoliko imate "SUV" (ne volim taj izraz ali eto) koji ce vrtiti samo jedan kotac ukoliko on dodje na klizavo, mozete kada krecete iz mjesta ili idete uzbrdo nebitno, povuci rucnu otprilike dva zuba, sto ce sprijeciti barem u nekoliko to proklizavanje. ili ako vozite automatika jedna noga moze lagano skroz na kocnicu, a druga na gas. Mozda zvuci smijesno, ali ima efekta vjerujte, barem u nekoj mjeri ce pomoci protiv proklizavanja, jer taj 4x4 je promjenjiv u svakom momentu, znaci svaki kotac svake sekunde ima drukciju podlogu, i samo je bitno da se onaj koji proklizava pomakne malo sa te nepovoljne podloge. A u ovom slucaju sa blagim kocenjem ce sprijeciti "eksplozivnost" tog proklizavanja, nece proklizati odmah cim jedan kotac "osjeti" bolju trakciju. Nadam se da smo se razumjeli -
ljubav_aha
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- Joined: 03/04/2008 19:25
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#30 Re: masa automobila plus pogon plus vremenske neprilike
hvalakreso_atac wrote:Igra masa itekakvu ulogu po klizavom, teze auto bolje ide, i lakse ga je kontrolisati, ali pod uslovom sto ravnomjernije raspodjele mase. Uglavnom je veci problem spustiti se po snijegu/ledu/blatu nizbrdo nego uspeti. I za one koji imaju vozila sa pogonom na 4 evo mali "trikovi":
voznja automatika uz brdo je super objasnjena
npr,kad parkiram na usazno neravnom terenu/uz/niz-brdica/ ,prilikom pokretanja autica,obavezno noga na gas i rucna kocnica
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kreso_atac
- Posts: 832
- Joined: 27/09/2010 19:26
#31 Re: masa automobila plus pogon plus vremenske neprilike
da, ako mislis na sklisku podlogu, inace nema potrebe jer nece nazad. barem oni automatici kakve sam ja imao priliku voziti.
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ljubav_aha
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#32 Re: masa automobila plus pogon plus vremenske neprilike
kreso_atac,hvala,ali tako uvijek radim,osjecam se sigurnije,bolji osjecaj kontrole vozilakreso_atac wrote:da, ako mislis na sklisku podlogu, inace nema potrebe jer nece nazad. barem oni automatici kakve sam ja imao priliku voziti.
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Bakir1
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- Contact:
#33 Re: masa automobila plus pogon plus vremenske neprilike
Mala moja dajem ti na znanje, sila masi daje ubrzanje 
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olensoner
- Posts: 1164
- Joined: 24/01/2008 19:34
#34 Re: masa automobila plus pogon plus vremenske neprilike
BMW E30 ili Mercedes 190, RWD, bez ABS-a, ESP-a i ostalog, po mogucnosti celave Tigar, Sava ili Kineske gume od 35 maraka i nemas problema nigdje zimi, leti, vjeruj...
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Qler
- Posts: 25910
- Joined: 18/10/2004 14:49
- Location: Sarajevo
#35 Re: masa automobila plus pogon plus vremenske neprilike
Ja sam naucio da vozim na MB 190E 2.0E 118KS od tada volim zadnju vucu jeste zeznutija, opasnija, ali kada se ustelis, milina i jos, kad imas dobre gume, velika je razlika. U velesice, na Igman, Bjelasnicu, preko Vraca, nema gdje se nije islo sa njom, u gepeku pored rezervne gume, bila je jos ona alu torba sa par sarafcigera, unimjerom, i tako sitnicama. Svugdje je stigla, samo nove gume nazad.
118KS od tada volim zadnju vucu jeste zeznutija, opasnija, ali kada se ustelis, milina i jos, kad imas dobre gume, velika je razlika. U velesice, na Igman, Bjelasnicu, preko Vraca, nema gdje se nije islo sa njom, u gepeku pored rezervne gume, bila je jos ona alu torba sa par sarafcigera, unimjerom, i tako sitnicama. Svugdje je stigla, samo nove gume nazad.-
olensoner
- Posts: 1164
- Joined: 24/01/2008 19:34
#36 Re: masa automobila plus pogon plus vremenske neprilike
Hehe, ja sam malo ironicno napisao ovaj post prije tebe. Uglavnom volim i ja zadnju vucu, ali ne volim tipove sa E30 i slicnim starim autima sa zadnjom vucom sto misle da su Monze ili Nordschleife sad sisli i voze kao Mikko Hirvonen, a gume kao lizalo...Qler wrote:Ja sam naucio da vozim na MB 190E 2.0E
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kurty
- Posts: 45222
- Joined: 17/08/2008 23:29
- Location: Made in Breza
#37 Re: masa automobila plus pogon plus vremenske neprilike
Od kako poce vozati mercedesa (zadnja vuca) svi strahovi me haman prodjose... Kad je osoba ciji je mercedes kupovala, svi su govorli "zimi ga u garazu uvuci i to je to"... @HAVANA je jedini bio koji je rekao "dobre gume i to je to"... I fakat je tako...srecom nisam morao ivicnjake ili cimentu u gepek stavljati ... Jedino sam jednom proklzao u BBI garazi, sa suhog na mokro presao a volan bio dosta okrenut...
Inace, djipove koje sam imao priliku voziti po snijegu... Ta i ta brzina, u kad osjetim malo proklizavanje, samo za nijansu popustim gas i to je to...
... Jedino sam jednom proklzao u BBI garazi, sa suhog na mokro presao a volan bio dosta okrenut...Inace, djipove koje sam imao priliku voziti po snijegu... Ta i ta brzina, u kad osjetim malo proklizavanje, samo za nijansu popustim gas i to je to...
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emko1234
- Posts: 5071
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#38 Re: masa automobila plus pogon plus vremenske neprilike
kreso..ovo sto ti pricas su savjeti za auta stara 2 decenije i za automatike koji postoje samo u americi jos..one s 4 brzine gdje prvom brzinom ides 80 na sat..jebo te..vise gluposti nisam odavno cuo..a sta mi recimo koji imamo auta s pogonom na sva cetri tocka koji nemaju kontrole diferincijala u kabini?recimo mi trebao ne vozit kad je zima sklisko il snijeg il led..daj previse filozofije..cijela teorija se svodi da voznju priloagodis uslovima na cesti i da imas opremu koja je zakonom obavezna u datom momentu...prejahao sam sa zadnjim autom snijegova mecava neprilika milijardu u zadnjih 3 i pol godine i nikad nisam imao potrebe da radim bilo sta od ovog sto ti savjetujes..samo prave gume i malo elektronike koje imam u autu..
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kreso_atac
- Posts: 832
- Joined: 27/09/2010 19:26
#39 Re: masa automobila plus pogon plus vremenske neprilike
Uredu, sve ok, drago mi je da imas dovoljno iskustva i dovoljno mocno vozilo da ne moras brinuti kako ces ici bez obzira o kakvoj se podlozi radi, blatu, snijegu, ledu, poledici itd.
sto se tice ovo za automatike, ne bih tu nista komentariso dalje
i da, ja sam kako se meni cini rekao, za posebne uslove, kada kreces iz mjesta po prilicno klizavoj povrsini, kada vozis po poledici, dubljem blatu itd, tada ce diffovi "poluditi" i ukoliko se nema blokada, moras improvizovati. Po normalnom "dobrom" snijegu, otvoreni 4x4 ide bez ikakvih problema nebitna dubina, ukoliko ima dovoljno snage naravno.
sto se tice ovo za automatike, ne bih tu nista komentariso dalje
i da, ja sam kako se meni cini rekao, za posebne uslove, kada kreces iz mjesta po prilicno klizavoj povrsini, kada vozis po poledici, dubljem blatu itd, tada ce diffovi "poluditi" i ukoliko se nema blokada, moras improvizovati. Po normalnom "dobrom" snijegu, otvoreni 4x4 ide bez ikakvih problema nebitna dubina, ukoliko ima dovoljno snage naravno.
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za_sada_bez_dobrog_nicka
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#40 Re: masa automobila plus pogon plus vremenske neprilike
Za vremenske (ne)prilike su ti najbitnije adekvatne gume.
Veća masa (cigle u gepeku) -> veći pritisak na podlogu -> ALI i veća inercija i na istom si.
4WD popravlja stvar ali ako su ćeleston proizvedene 3299 onda ni 8WD ne pomaže.
Veća masa (cigle u gepeku) -> veći pritisak na podlogu -> ALI i veća inercija i na istom si.
4WD popravlja stvar ali ako su ćeleston proizvedene 3299 onda ni 8WD ne pomaže.
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kreso_atac
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#41 Re: masa automobila plus pogon plus vremenske neprilike
To naravno podrazumijevamo da su gume ok, necemo sa ljetnim gumama dubine sare 1 mm ici u blato ili na snijeg. Mada kazem kada je "dobar" snijeg tvrd, i full 4x4 moze i sa takvim gumama gurati uzbrdo ako ima dovoljno snage i ako se moze drzati pravac. Medjutim nizbrdo je onda belaj
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ljubav_aha
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#42 Re: masa automobila plus pogon plus vremenske neprilike
Bakir1 wrote:Mala moja dajem ti na znanje, sila masi daje ubrzanje
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ljubav_aha
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#43 Re: masa automobila plus pogon plus vremenske neprilike
kakva elektronika je u pitanjuemko1234 wrote:kreso..ovo sto ti pricas su savjeti za auta stara 2 decenije i za automatike koji postoje samo u americi jos..one s 4 brzine gdje prvom brzinom ides 80 na sat..jebo te..vise gluposti nisam odavno cuo..a sta mi recimo koji imamo auta s pogonom na sva cetri tocka koji nemaju kontrole diferincijala u kabini?recimo mi trebao ne vozit kad je zima sklisko il snijeg il led..daj previse filozofije..cijela teorija se svodi da voznju priloagodis uslovima na cesti i da imas opremu koja je zakonom obavezna u datom momentu...prejahao sam sa zadnjim autom snijegova mecava neprilika milijardu u zadnjih 3 i pol godine i nikad nisam imao potrebe da radim bilo sta od ovog sto ti savjetujes..samo prave gume i malo elektronike koje imam u autu..
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ljubav_aha
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#44 Re: masa automobila plus pogon plus vremenske neprilike
za_sada_bez_dobrog_nicka wrote:Za vremenske (ne)prilike su ti najbitnije adekvatne gume.
Veća masa (cigle u gepeku) -> veći pritisak na podlogu -> ALI i veća inercija i na istom si.
4WD popravlja stvar ali ako su ćeleston proizvedene 3299 onda ni 8WD ne pomaže.
nove gume i 4WD su
iskljucivo povecanje mase na jednom dijelu auta nije preporucljivo logicno,znam da masa u pokretu nije ista kao masa u fiksnom stanju,logicno
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mišmaš
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#45 Re: masa automobila plus pogon plus vremenske neprilike
to on ima nešto posebno što je sam sebi ugradio, pa ide đe hoće, ne treba mu ni 4x4, ni 4x2, ne trebaju mu uopšte pogoni nikakvi, samo elektronika
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Desert Wind
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#46 Re: masa automobila plus pogon plus vremenske neprilike
ma bitno je nabit 12000 postova i otvorit nebrojen broj tema za otkrivanje suplje rupe u svirali
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ljubav_aha
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#47 Re: masa automobila plus pogon plus vremenske neprilike
kao se zove TO-NESTOmišmaš wrote:to on ima nešto posebno što je sam sebi ugradio, pa ide đe hoće, ne treba mu ni 4x4, ni 4x2, ne trebaju mu uopšte pogoni nikakvi, samo elektronika
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mišmaš
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#48 Re: masa automobila plus pogon plus vremenske neprilike
ejs vidis da covjek nece da kaze, hoce da samo on ima to, da moze ic gdje hoce a da drugi moraju kupovati gume, terence sa blokadama itd itd
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ljubav_aha
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#49 Re: masa automobila plus pogon plus vremenske neprilike
hajd' stpriljvo cekamo naucno-fantasticno rijesenjemišmaš wrote:ejs vidis da covjek nece da kaze, hoce da samo on ima to, da moze ic gdje hoce a da drugi moraju kupovati gume, terence sa blokadama itd itd
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ljubav_aha
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#50 Re: masa automobila plus pogon plus vremenske neprilike
hej,mislim da sa tobom nesto nije u redu,prije svega, uvjek sa istim komentarom upadas na moje teme,ti si fetish-opsjednutDesert Wind wrote:ma bitno je nabit 12000 postova i otvorit nebrojen broj tema za otkrivanje suplje rupe u svirali
ko te sta pit'o 