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討論區規矩與守則
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Your right i just wish thees bone heads was ever around a truck lol Hell i was backing our day cab international up the road into the lot to day and guess which rear started the spin out first sure the hell wasnt the rear rear it was the front rear .. had to lock the divider in before i could back on up the hill... and if they was closer id take them right to a peterbilt that blowed a ring gear out in the front rear end on a well site only after the driver puked the front rear he attempted to lock his divider in and walked up the hill with help of a dozer hooked to the front.... so this notion the power only goes to the rear rear is a bunch of crap .. they wanna argue any more and ill jack the tandams up at the shop on of the trucks and ease the clutch out for a video and ill bet anyone 200.00 cash both rears turn when i let off the clutch
45 Plus years as a independent. Not trying to be a now it all. On one occasion the rear def had to be changed to a Tag Axel on a TEMP basis in order to get the tractor home.
In order to move the tractor the Power Divider had to be locked and left locked in...
The mechanic explained to me the rear diff always has torque applied. When the Power Divider is Locked then both Diff have torque applied. Right front left rear or left front right rear. He was a dam good mechanic..
Certainly not a bone head...This is not my first rodeo. Do appreciate your explanation. Not to old to learn. *******I screwed up... No excuses*********.
Ran Independent 14 western states.
First Tractor Purchased not the last. Been retired since 2006.
1974 359 Pete 127 inch hood 245 inch wheel Base, 1693 TA, 475 H.P., Retarder. Dana 5&4 double under, 20,000 lb steer axel, 44,000 LB rear ends 4/63 gear ratio.. 3.5 Million Miles, three in frames, Rebuilt by Wagner Cat Denver, CO.. Retired the tractor in 1990. Second In frame the 5 & 4 replaced with a 6 & 4 double under....
Thanks
LarryA
Boy, that escalated quickly.
No sane truck driver would admit to drive an international day cab, especially if you don't add prostar to it. With this said, I can safely assume that you have suffered alot of brain damage in that international day cab of yours, either that, or you really lack educations. In either case, I can safely say that you have no knowledge of "class 8 trucks". And yet, you still drive one.
The answer to my question is simple: The truck would be too light, it will tear off the differential on a pull. When you pull a "normal trailer", you add the weight of the trailer to the fifthwheel. So you carry the trailer. VS, when you pull the heavy weight (DLC), less weight is distributed to the fifth wheel as the trailer is equiped with a goose neck. So you pretty much pull it rather than carry it. With a 6X4 you are more stable with the differentials. And it will not tend to skip all the way to your destination because of its lightness.
No sane truck driver would admit to drive an international day cab, especially if you don't add prostar to it. With this said, I can safely assume that you have suffered alot of brain damage in that international day cab of yours, either that, or you really lack educations. In either case, I can safely say that you have no knowledge of "class 8 trucks". And yet, you still drive one.))))))))))
Why dont you grow up
With a power divider unlocked both axels are driven. How ever if one axel (Tandem) comes off the ground it will spin the truck is stuck.
****Same thing as making a tag axel out of the rear diferential,*******
The tractor is stuck. Why the power divider had to be locked in order to move the tractor.
The differential in the power divider acts the same as the differential in the rear axel differentiating between two wheels, only it differentiates between the front and back axel.
With the power differential locked both front and rear axels will turn togather.
The power divider is required, it is impossible to have tires with the same diameter. The power divider compensates for the slight differences in tire diameter and when making a corner the power divider compensates for the 4 axes the 4 tandems make when turning a corner.
Open differential, It takes 500 lbs of torque to move the vehicle. One tandem example left tandem is elevated or on ice can hold 200 lbs of torque with out spinning. The right tandem on dry pavemant can not receive more than 200 lbs of torque. Makes the right tandem appear it is not doing anything. The truck is stuck.
Yes both axels are live all of the time in with and or with out the power divider being locked. The tandems with the torque applied will be left front right rear or right front left rear. Since lockers are not installed. With Lockers all four drive tires will have very equal amounts of torque applied.
Done further research concerning this matter was a real eye opener.
LarryA
But in this video game, what's the difference? Is the only difference having better traction on slick surfaces? And is the mid-lift otherwise pointless? A rear-lift would add maneuverability for low speed tight turns, wouldn't it?
It also lowers tyre wear.
Beyond that it's pointless as the game doesn't care about legal weight limits per axle (although the heavy cargo trailers have enough axles to spread the weight without a need for 6x let alone 8x.)
So which is it?
..
A mid lift would benefit from being able to make a tighter turns with less wear on tires and possibly damage to the road (The tire wear I have not tested in game, but the damage to roads is non-existent, though if these issues are seen in game). Also, if you are lightly loaded/deadheading one can run with the tag(s) up to improve each axle traction (due to greater presser on each axle), reduce wear on your tire, and improve gas mileage (less friction with the ground).
A tag lift (not seen in vanilla ATS, but is seen in ETS2) would in addition to the getting all the same benefits a mid lift gets would also have increased maneuverability due to a shorter wheel base while the axle is lifted. Both types lift axles when the axles are lifted will act similar to a 4x2, and similar to a 6x2 when it is lowered, though (in real life) it would legally function the same as any vehicle with three axles in terms of how much can you haul. The only down sides are that it costs more to buy and maintain.
As for the topic question, a 6x2 is better if you don't need the extra traction (example: you not planing to drive on dirt roads with a heavy load) and to reduce maintenance costs and to improve fuel use. While the 6x4 is good when you need extra traction (example: you are planning to drive on dirt roads with a heavy load) at the cost of higher maintenance cost and increased fuel usage.
So yeah, if you gonna be spending time at logging sites, construction companies/sites, etc., then you'll want a 6x4. But if you're just gonna be standard hauling mostly dry vans below the 80,000 limit then a 6x2 is just fine.
Remember, build up your truck how you intend to use it. A GP hauler can get by with minimal needs while a stump pulling heavy hauler that will see off-road sites is gonna need x4 or x6 to get you through fast and efficiently. And remember to pick a good load for your build too. Just because it lists that 175,000+ pound transformer doesn't mean you ought to pull it. ;-) Swap to a stronger truck if needed, otherwise stick to hauling what you built it for.