e9999 said:obviously, you're full of cr.. errr.... wrong on this one... never mind...
STOP.....I AM full of it all right!
Come on...convert a Rover guy
- Thread starter Tom B
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STOP.....I AM full of it all right!
- Thread starter
- #62
Man has this thread has gone waaaay downhill. Sure is popular though.
1. Shotts- I've gotta agree with Aseif in that your posts lose all sense of objectivity when you answer questions like this:
"<<Why did they change from 6 lug to 5 lug? **Who cares?** >>"
Those types are answers are straight-out dodging the questions- you simply refuse to acknowlege or address certain design changes and aspects of the 100 that may indeed by weaker than the 80.
2. And then there's questions like the SF vs. FF axle, which you slyly avoid answering directly because it is, indeed, a weaker design on the 100 in terms of durability, load carrying, and suitability for offroad use:
In response to Aseif's question:
"Why did they change the rear to a semi floater?"
You say simply:
"**Pros and cons to both types.**"
as taken from http://www.off-roadweb.com/tech/0112or_axle/
"The axleshaft in a semi-floating assembly serves two purposes. First, it attaches to the wheel and is used to support the weight of the vehicle and its cargo. Second, the axleshaft must transmit the rotational torque from the differential out to the wheel.
For a full-floater system, the axleshaft only serves to transmit the rotational torque from the differential out to the wheel. It does not carry the weight of the vehicle like a semi-floater does. On a full floater, a spindle is attached to the outer end of the axlehousing. The hub's cap is attached to this spindle and rides on tapered roller bearings. It is this assembly that carries the vehicle weight. As such, a full-floating axle system is considerably stronger than an equivalently sized semi-floating system.
For those of you who carry heavy loads, this means your axle load capacity is greatly increased with a full-floater. Load ratings for similar vehicles with the two different axles are usually significantly different. If you do hard-core 'wheeling on big tires, a full-floater means that your axleshafts can also handle much more loading than a similar semi-floater could because it now must only handle torque loading.
Further advantages of a full-floater include being able to remove a broken axleshaft, yet still have the ability to keep a functional rolling tire on that corner of the vehicle. This can be done since the wheel actually bolts to the hub that rides on the spindle attached to the axlehousing. If the axle has manual locking hubs, it may be possible to unlock the rear hubs for towing a disabled vehicle on the trail or for flat towing over the road."
So what are some of the pros of the SF axle on the 100 that make it a superior vehicle offroad?
3. You also conveniently chose to ignore dclee's post, in which he said:
"Speaking of bullet-proof, have you been seeing all the posts over on 100sCool about T-bar mounts cracking down in Oz? And Toyota won't honor their warranty if the truck has modified suspension (i.e. your basic 2" OME lift). They've never had these types of problems on their 80s or Nissan Patrol GUs (also, coincidentally, a live front axle truck)."
Your response, please?
4. And, how about this one?
"What happened to the TRD S/C for that motor?"
You say:
"**Who knows and who cares? With my added weight, large tires, the thing still drives like a sports truck and climbs hills easier than other Cruisers WITH superchargers.**"
The Landcruiser's V8 engine could not reliably handle the S/C, that's why it was removed from the market, as evidenced by CDan's non-statement and 97FZJ's post. Why not address the weaknesses instead of very obviously skirting around them?
A tip- if you're really trying to objectively explain the advantages of the 100 over the 80, try responding to the tougher questions instead of either avoiding them completely or giving non-answers. Also, don't be so defensive when it comes to admitting the weaker points of the 100. Just my .02!
"<<Why did they change from 6 lug to 5 lug? **Who cares?** >>"
Those types are answers are straight-out dodging the questions- you simply refuse to acknowlege or address certain design changes and aspects of the 100 that may indeed by weaker than the 80.
2. And then there's questions like the SF vs. FF axle, which you slyly avoid answering directly because it is, indeed, a weaker design on the 100 in terms of durability, load carrying, and suitability for offroad use:
In response to Aseif's question:
"Why did they change the rear to a semi floater?"
You say simply:
"**Pros and cons to both types.**"
as taken from http://www.off-roadweb.com/tech/0112or_axle/
"The axleshaft in a semi-floating assembly serves two purposes. First, it attaches to the wheel and is used to support the weight of the vehicle and its cargo. Second, the axleshaft must transmit the rotational torque from the differential out to the wheel.
For a full-floater system, the axleshaft only serves to transmit the rotational torque from the differential out to the wheel. It does not carry the weight of the vehicle like a semi-floater does. On a full floater, a spindle is attached to the outer end of the axlehousing. The hub's cap is attached to this spindle and rides on tapered roller bearings. It is this assembly that carries the vehicle weight. As such, a full-floating axle system is considerably stronger than an equivalently sized semi-floating system.
For those of you who carry heavy loads, this means your axle load capacity is greatly increased with a full-floater. Load ratings for similar vehicles with the two different axles are usually significantly different. If you do hard-core 'wheeling on big tires, a full-floater means that your axleshafts can also handle much more loading than a similar semi-floater could because it now must only handle torque loading.
Further advantages of a full-floater include being able to remove a broken axleshaft, yet still have the ability to keep a functional rolling tire on that corner of the vehicle. This can be done since the wheel actually bolts to the hub that rides on the spindle attached to the axlehousing. If the axle has manual locking hubs, it may be possible to unlock the rear hubs for towing a disabled vehicle on the trail or for flat towing over the road."
So what are some of the pros of the SF axle on the 100 that make it a superior vehicle offroad?
3. You also conveniently chose to ignore dclee's post, in which he said:
"Speaking of bullet-proof, have you been seeing all the posts over on 100sCool about T-bar mounts cracking down in Oz? And Toyota won't honor their warranty if the truck has modified suspension (i.e. your basic 2" OME lift). They've never had these types of problems on their 80s or Nissan Patrol GUs (also, coincidentally, a live front axle truck)."
Your response, please?
4. And, how about this one?
"What happened to the TRD S/C for that motor?"
You say:
"**Who knows and who cares? With my added weight, large tires, the thing still drives like a sports truck and climbs hills easier than other Cruisers WITH superchargers.**"
The Landcruiser's V8 engine could not reliably handle the S/C, that's why it was removed from the market, as evidenced by CDan's non-statement and 97FZJ's post. Why not address the weaknesses instead of very obviously skirting around them?
A tip- if you're really trying to objectively explain the advantages of the 100 over the 80, try responding to the tougher questions instead of either avoiding them completely or giving non-answers. Also, don't be so defensive when it comes to admitting the weaker points of the 100. Just my .02!
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- Thread starter
- #65
alaskacruiser said:1. Shotts- I've gotta agree with Aseif in that your posts lose all sense of objectivity when you answer questions like this:
"
2. And then there's questions like the SF vs. FF axle, which you slyly avoid answering directly because it is, indeed, a weaker design on the 100 in terms of durability, load carrying, and suitability for offroad use:
In response to Aseif's question:
"Why did they change the rear to a semi floater?"
A tip- if you're really trying to objectively explain the advantages of the 100 over the 80, try responding to the tougher questions instead of either avoiding them completely or giving non-answers. Also, don't be so defensive when it comes to admitting the weaker points of the 100. Just my .02!
Does anyone know if the 100's rear is a C-clip design? How does the rear take breakage? (same question I guess). Also, is there any difference in the rear axle assembly between the '98-'99 and 2000+, since pre 2000 supported the rear diff lock. If they are the same, I could take some chances and find a junk yard 99' 3rd member with the elocker diff and wire it up.
How often are the guys in Oz seeing the torsion bar mount failure?
The 80 and 105 are undoubtedly better offroad rigs and I think serviceability during field failures trumps alot of things (like the SF vs FF), but alas none of the new 80's from South America or 105's can be imported legally as far as I know.
Fawk this. It is getting old and we and you all are wasting time trying to convince a 100 owner or vice versa which has the better vehicle. ALL LC's have compromises. The 60's have better X's, the 80's have better Y's and the 100's have better Z's. What is clear is that 1-this thread was not about LC v. LC and 2- all LC owners have demonstrative evidence that shows his or her vehicle is capable of off road mobility in MANY areas.
The fact is that I have yet to meet ANY one on this thread that can definitively, through proper engineering and physics jargon, explain why one is better than the other. And please remember, overbuilt means overbuilt i.e. if a 80's tranny happens to be better than a 100's tranny, that might, just might fellows, mean that they are both so far beyond normal performance that it is a moot point to argue. My feeling is that it is this way for most of these comparisons.
Let's put this energy into our 100 Faq sticky ( :
The fact is that I have yet to meet ANY one on this thread that can definitively, through proper engineering and physics jargon, explain why one is better than the other. And please remember, overbuilt means overbuilt i.e. if a 80's tranny happens to be better than a 100's tranny, that might, just might fellows, mean that they are both so far beyond normal performance that it is a moot point to argue. My feeling is that it is this way for most of these comparisons.
Let's put this energy into our 100 Faq sticky ( :
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Jukelemon said:
I agree!!!!
alaskacruiser said:1. Shotts- I've gotta agree with Aseif in that your posts lose all sense of objectivity when you answer questions like this:
"<<Why did they change from 6 lug to 5 lug? **Who cares?** >>"
**I could care less how many lugs they both have. I'm sure there were reasons for the change. That's it. I doubt it matters?**
Those types are answers are straight-out dodging the questions- you simply refuse to acknowlege or address certain design changes and aspects of the 100 that may indeed by weaker than the 80.
2. And then there's questions like the SF vs. FF axle, which you slyly avoid answering directly because it is, indeed, a weaker design on the 100 in terms of durability, load carrying, and suitability for offroad use:
In response to Aseif's question:
"Why did they change the rear to a semi floater?"
You say simply:
"**Pros and cons to both types.**"
**There are. Why they did it? Don't know. I'm not really concerned about it. My answers reflect my concern regarding importance.**
as taken from http://www.off-roadweb.com/tech/0112or_axle/
"The axleshaft in a semi-floating assembly serves two purposes. First, it attaches to the wheel and is used to support the weight of the vehicle and its cargo. Second, the axleshaft must transmit the rotational torque from the differential out to the wheel.
For a full-floater system, the axleshaft only serves to transmit the rotational torque from the differential out to the wheel. It does not carry the weight of the vehicle like a semi-floater does. On a full floater, a spindle is attached to the outer end of the axlehousing. The hub's cap is attached to this spindle and rides on tapered roller bearings. It is this assembly that carries the vehicle weight. As such, a full-floating axle system is considerably stronger than an equivalently sized semi-floating system.
For those of you who carry heavy loads, this means your axle load capacity is greatly increased with a full-floater. Load ratings for similar vehicles with the two different axles are usually significantly different. If you do hard-core 'wheeling on big tires, a full-floater means that your axleshafts can also handle much more loading than a similar semi-floater could because it now must only handle torque loading.
Further advantages of a full-floater include being able to remove a broken axleshaft, yet still have the ability to keep a functional rolling tire on that corner of the vehicle. This can be done since the wheel actually bolts to the hub that rides on the spindle attached to the axlehousing. If the axle has manual locking hubs, it may be possible to unlock the rear hubs for towing a disabled vehicle on the trail or for flat towing over the road."
So what are some of the pros of the SF axle on the 100 that make it a superior vehicle offroad?
**Don't know. I remember reading in the past though I obviously wasn't concerned enough to keep it in memory.**
3. You also conveniently chose to ignore dclee's post, in which he said:
"Speaking of bullet-proof, have you been seeing all the posts over on 100sCool about T-bar mounts cracking down in Oz? And Toyota won't honor their warranty if the truck has modified suspension (i.e. your basic 2" OME lift). They've never had these types of problems on their 80s or Nissan Patrol GUs (also, coincidentally, a live front axle truck)."
Your response, please?
**Yer funny. Not sure what's going on in Australia? Haven't seen any in the US. I had 75K on mine, they were like new. I got free ones with free lower ball joints and I didn't even ask for them. The dealer also gave me free CV boots. I lucked out. I'm not concerned about it. What I am concerned about is trouble within my 80 axle. Friends busting birfields, I've had problems with the axle in the 80 and everything is a pain to service. IF something happened to a lower control arm, big deal...throw in a new one.**
4. And, how about this one?
"What happened to the TRD S/C for that motor?"
**I could care less so I don't know. The truth's the truth.**
You say:
"**Who knows and who cares? With my added weight, large tires, the thing still drives like a sports truck and climbs hills easier than other Cruisers WITH superchargers.**"
The Landcruiser's V8 engine could not reliably handle the S/C, that's why it was removed from the market, as evidenced by CDan's non-statement and 97FZJ's post. Why not address the weaknesses instead of very obviously skirting around them?
**Skirting? Duhhh. I don't know so I don't say. I don't really care either. If that's true, so what? Just because a motor shouldn't be S/C'd doesn't mean it sucks. Think about that.**
A tip- if you're really trying to objectively explain the advantages of the 100 over the 80, try responding to the tougher questions instead of either avoiding them completely or giving non-answers. Also, don't be so defensive when it comes to admitting the weaker points of the 100. Just my .02!
**I won't explain about issues I don't know about. I don't learn what I don't care about. No vehicle has the best of everything. In comparison to the 80, the 100 is leaps and bounds ahead of it in almost every area. Buy one, drive it, wheel it, and maybe you'll see the light. You forget that I own both maybe? The 80's not even in the same class as the 100 when it comes to refinement throughout. Sorry to tell you that, but it uses 9-years newer technology. If it wasn't better it wouldn't sell today. Can you imagine getting out of a 2004 Lexus LX450 (if there was one) test drive and hopping into a Lexus LX470. NOBODY WOULD BUY THE 450! It's outdated!! Not my fault. Don't blame me....but be objective about it.**
Bielecki said:Man has this thread has gone waaaay downhill. Sure is popular though.
Ya, but the Rover guy is converted?
ryanjl
SILVER Star
Bielecki said:
To my knowledge, other than the availability of an e-locker, the gear ratio is also slightly different.
98-02's are 4.3
03's and up are 4.1
shocker said:
Yezzz, due to the change ot a 5-spd tranny. I'd bet I'd like that change. Haven't driven one though????
R
robbie
Guest
Some one wanted some measurements differences between 80 vs 100 series drive train.
80 birfield 104.71 mm 100 birifeld(cv joint outer) 112.5 mm
80 front axle thickness (smallest x-section) 30.5 mm 100 series front axle 29.5 mm
80 series rear axle thickness is 32.2 mm I do not have a 100 series axle currently.
80 series rear axle has old style u-joints 85 mm, spider diameter 19mm, cap diameter 32 mm (where bearin cap sits)(without bearing caps), front axle is 70 mm, 17.75mm spider diameter, cap diameter is 29mm (withot bearing caps).
100 series uses the smaller(front 80 series front joint) u-joint for all locations on the drive lines (I presume for smoother performance).
The front diffs uses the same ring and pinion, so a 30 spline front system, both High pinion. The reason for the High pinion is the tooth contact is on the crown of the tooth instead of the coast (like the 60 series) so the tooth is in a better postion to take more power and transfer it. VS the 60 with a low pinion, it took a bigger gear set to equal the strenght of the smaller gear set in the forward position.
As for the 100 series rear semi floater, it uses a big pressed on bearing similar to the taco and fore runner. This bearing is a sealed bearing needing replacement when is leaks gear lube or rear wheel wobble (around 200k miles). The axle is smaller then a old 60 rear SF axle but bigger then the FF rear axle of the 80 for reasons mentioned before. So no C-clips to hold the axle, uses a 31 spline in the rear, not really that much bigger than a 80s axle (bymemory, no numbers at this time). A 80 rear axle is 32.2 mm thick.
Hopes this helps with facts over opinion. on drive train issues.
My opinion is the Upgrade/ down grade is about making it easier for toyota to carry less part, make better use of cross platforms, save money.
So john, there again the beefier 100 series is not beefier(except in a couple of minor areas), . Look before you leep.
later robbie
80 birfield 104.71 mm 100 birifeld(cv joint outer) 112.5 mm
80 front axle thickness (smallest x-section) 30.5 mm 100 series front axle 29.5 mm
80 series rear axle thickness is 32.2 mm I do not have a 100 series axle currently.
80 series rear axle has old style u-joints 85 mm, spider diameter 19mm, cap diameter 32 mm (where bearin cap sits)(without bearing caps), front axle is 70 mm, 17.75mm spider diameter, cap diameter is 29mm (withot bearing caps).
100 series uses the smaller(front 80 series front joint) u-joint for all locations on the drive lines (I presume for smoother performance).
The front diffs uses the same ring and pinion, so a 30 spline front system, both High pinion. The reason for the High pinion is the tooth contact is on the crown of the tooth instead of the coast (like the 60 series) so the tooth is in a better postion to take more power and transfer it. VS the 60 with a low pinion, it took a bigger gear set to equal the strenght of the smaller gear set in the forward position.
As for the 100 series rear semi floater, it uses a big pressed on bearing similar to the taco and fore runner. This bearing is a sealed bearing needing replacement when is leaks gear lube or rear wheel wobble (around 200k miles). The axle is smaller then a old 60 rear SF axle but bigger then the FF rear axle of the 80 for reasons mentioned before. So no C-clips to hold the axle, uses a 31 spline in the rear, not really that much bigger than a 80s axle (bymemory, no numbers at this time). A 80 rear axle is 32.2 mm thick.
Hopes this helps with facts over opinion. on drive train issues.
My opinion is the Upgrade/ down grade is about making it easier for toyota to carry less part, make better use of cross platforms, save money.
So john, there again the beefier 100 series is not beefier(except in a couple of minor areas), . Look before you leep.
later robbie
Robbie, so on the rear of the 100-series, the wheel bearings are NOT lubed from the diff oil like on a SF 40/60? I figured since it was a SF axle they were, but guess I'm wrong.
R
robbie
Guest
Yes mark you are mistaken. It is easier to assemble the axle this way, may save them 1/2 hour or better on assembly. Think of the money saved. This set up has proven it self on the other toyota trucks and 4/runners up to or around 200k miles, far longer than most other set up(domestic), but maybe not as long as the 40/60 style of SF rear. That flat roller bearing is 2-3 times the surface area for support, but lends it self to lateral movement that do not occur in the 100 series sealed ball bearing. later robbie
robbie said:
Robbie: Your a gas!
Actually, I don't know why you non-100 owners are so threatened by posts regarding the 100? It puzzles me? 
Nice info Robbie, though you only point out details about ONE part of the trucks design? You don't mention the things I point out that factually have been proven superior in the 100. Things like:
*50% stronger frame due to new technology and 4 additional crossmembers
*Much more powerful motor
*Available traction control system making the truck even safer and improving off-road ability (A non-locked 80 vs a TRAC 2000+ non-locked 100 doesn't stand a chance off road. The 100 will eat it.)
*Far superior on-road ride with little off-road sacrifice
*Much quieter noise level
*Larger, more roomy interior
* Etc., Etc.
Does the above threaten you? It shouldn't. NO ONE VEHICLE IS BEST AT EVERYTHING! I ride with many JEEPS that can simply destroy your and my 80's off-road (yes, and my 100 too
). That doesn't threated me...it's reality and to each their own! Well, reality is the 100 is a far superior vehicle OVERALL. The only thing the 80 has over the 100 is that it's CAPABLE of being a superior trail rig. That's it! Face it and enjoy your truck. Don't however try and turn it into something it's not.
R
robbie
Guest
Robbie: Your a gas! Actually, I don't know why you non-100 owners are so threatened by posts regarding the 100? It puzzles me?
No I am not threatened john, just on BS PATROL, you have a real good habit of posting opinions not facts, I jsut thought I would post some facts.
Nice info Robbie, though you only point out details about ONE part of the trucks design?
Well i thought this information might be helpful in dispelling the rumer of beefier drive train.
You don't mention the things I point out that factually have been proven superior in the 100. Things like:
*50% stronger frame due to new technology and 4 additional crossmembers
yes the frame is beefier, you have stated this 50% more, but I have not seen it in writing from MR. T
*Much more powerful motor
9% increase in HP is not that much more powerful(95-97 motor vs 98-03)
*Available traction control system making the truck even safer and improving off-road ability (A non-locked 80 vs a TRAC 2000+ non-locked 100 doesn't stand a chance off road. The 100 will eat it.)
In some situtations but not as much as you seem to spout off on. So you are saying that 100 with or with out the fancy stuff would kick a 80 with out the stuff, or is just a trac 2000+ that would kick both the 100 and the 80 unlicked? do not really understand your statement
*Far superior on-road ride with little off-road sacrifice
superior, but nor far(that is a far reach)
*Much quieter noise level
Yes much better than my 93
*Larger, more roomy interior
I could use some more room to carry more stuff.
* Etc., Etc.
Run out of stuff to say?
Really John, I am not threatened, I will own a 100 some day when I can afford it, (more likey after I finsh the 80's payments off). Yes there are lots of cool rigs I have wheeled with and have done things I have not. But you have this real bad habit of laying alot of bull Sh*t that you do not know about and want others to believe. Please stop opening your mouth before you do the research. there are others that have said it in the last couple of days also. I think many people come here to gain facts as well as opinions, you come off alot of times as some one who knows, but in fact you do not.
I am all for the 100/lx470 series doing more, getting some hard lines and such. It was a wonderful thing to me to see Amando's 100 series last year, and see what it get could get through in Moab. You seem to take this as a 100 series bashing, I do not bash rigs, I just point out the differences between opinion and fact.
You seem to forget I work on both as well as some from the past. I have driven but not wheeled a 100 series. I think I could take a 100 series many places I take a 100 series. I have stated this before and beleive this to be true.
Does the above threaten you? It shouldn't. NO ONE VEHICLE IS BEST AT EVERYTHING! I ride with many JEEPS that can simply destroy your and my 80's off-road (yes, and my 100 too ). That doesn't threated me...it's reality and to each their own! Well, reality is the 100 is a far superior vehicle OVERALL. The only thing the 80 has over the 100 is that it's CAPABLE of being a superior trail rig. That's it! Face it and enjoy your truck. Don't however try and turn it into something it's not.
01-13-05 09:53 PM
No I am not threatened john, just on BS PATROL, you have a real good habit of posting opinions not facts, I jsut thought I would post some facts.
Nice info Robbie, though you only point out details about ONE part of the trucks design?
Well i thought this information might be helpful in dispelling the rumer of beefier drive train.
You don't mention the things I point out that factually have been proven superior in the 100. Things like:
*50% stronger frame due to new technology and 4 additional crossmembers
yes the frame is beefier, you have stated this 50% more, but I have not seen it in writing from MR. T
*Much more powerful motor
9% increase in HP is not that much more powerful(95-97 motor vs 98-03)
*Available traction control system making the truck even safer and improving off-road ability (A non-locked 80 vs a TRAC 2000+ non-locked 100 doesn't stand a chance off road. The 100 will eat it.)
In some situtations but not as much as you seem to spout off on. So you are saying that 100 with or with out the fancy stuff would kick a 80 with out the stuff, or is just a trac 2000+ that would kick both the 100 and the 80 unlicked? do not really understand your statement
*Far superior on-road ride with little off-road sacrifice
superior, but nor far(that is a far reach)
*Much quieter noise level
Yes much better than my 93
*Larger, more roomy interior
I could use some more room to carry more stuff.
* Etc., Etc.
Run out of stuff to say?
Really John, I am not threatened, I will own a 100 some day when I can afford it, (more likey after I finsh the 80's payments off). Yes there are lots of cool rigs I have wheeled with and have done things I have not. But you have this real bad habit of laying alot of bull Sh*t that you do not know about and want others to believe. Please stop opening your mouth before you do the research. there are others that have said it in the last couple of days also. I think many people come here to gain facts as well as opinions, you come off alot of times as some one who knows, but in fact you do not.
I am all for the 100/lx470 series doing more, getting some hard lines and such. It was a wonderful thing to me to see Amando's 100 series last year, and see what it get could get through in Moab. You seem to take this as a 100 series bashing, I do not bash rigs, I just point out the differences between opinion and fact.
You seem to forget I work on both as well as some from the past. I have driven but not wheeled a 100 series. I think I could take a 100 series many places I take a 100 series. I have stated this before and beleive this to be true.
Does the above threaten you? It shouldn't. NO ONE VEHICLE IS BEST AT EVERYTHING! I ride with many JEEPS that can simply destroy your and my 80's off-road (yes, and my 100 too ). That doesn't threated me...it's reality and to each their own! Well, reality is the 100 is a far superior vehicle OVERALL. The only thing the 80 has over the 100 is that it's CAPABLE of being a superior trail rig. That's it! Face it and enjoy your truck. Don't however try and turn it into something it's not.
01-13-05 09:53 PM
robbie said:
Awesome Robbie! I can't wait to meet you in Moab! Instead of responding to every thing let me point out only 2 (others are saying THANK GOD!):
1. Forget numbers. The V8 EATS the 6. EATS! The 6 sounds like it's coming apart if you keep the pedal down. The 100 is powerful and smoooooth.
2. TRAC: Before I had lockers, my TRAC equipped 2001 amazed not only UNLOCKED, but LOCKED 80 owners. While the UNLOCKED 80's would spin and spin and NOT be able to make the climb, the UNLOCKED 100 would crawl right up. THIS IS TECHNOLOGY ROBBIE.....NOT BULLCRAP!! Admit it, deal with it, and move on.
Forget Moab. I'm so Moab'ed out (in chat) I'm ready to take the 80 and I've never been there. I built the 80 to have 70+ degree approach and over 50-degree departure that it'll be an 80 to drool for out there (though it's a beater). The 80 will beat the 100 up there no question. So what? The 100's still a superior rig overall. But, who cares?
R
robbie
Guest
Technolgy does not always take the place of a good driver. If you want to depend on computer to help you great. I never said that the 100 series does not have a slight techonology edge, but it is not as superior as you make it to be. Your opinoin is just that an opinion, but the facts are still the facts.
You must have been in some really poorly tuned 6's in need of a good mechanic for the 6 to sound the way you are describing.
Yes it will be fun in Moab. later robbie
You must have been in some really poorly tuned 6's in need of a good mechanic for the 6 to sound the way you are describing.
Yes it will be fun in Moab. later robbie
robbie said:
DUDE: You'll have NO clue about the experience UNTIL you own and drive a 100. Regarding driver experience: You can be the best driver on earth....when you lose traction in your unlocked 80 and a dude is there behind you in a 100 (after your unlocked 80 was strapped out) and that 100 has TRAC and climbs right up without issue.....you'll be a BELIEVER. Until then....shhhhhhh!
The 6 need tuning? My god Robbie. Are you kidding? The 6 is a rattle trap compared to the 8. Come on! Objectivity!!!
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