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Analisa palang pipa dgn winch mount berdasark aspek keselamatan NHTSA:

Analisa palang pipa dgn winch mount berdasark aspek keselamatan NHTSA:

Analisa palang pipa dgn winch mount berdasark aspek keselamatan NHTSA:

- Palang pipa > tanpa crumple zone ( yg berfungsi untuk menyerap energi tabrakan )juga meberikan signal yg salah pada G sensor Airbag – mengaktifkan airbag terlalu dini, sehigga tidak compatible dgn Airbag system
- Instalasi winch diluar > adalah ilegal > Roller winch diluar + sudut yg tajam sangat berbahaya saat tabrakan. Potensi cedera & korban tersangkut di palang pipa sangat besar (melanggar peraturan sharp object – pedestrian safety rules )
- Preasure point saat tabrakan pada palang pipa bisa 90 x lipat dari Winch bar Forest ( contoh: misalnya saat tabrakan area yg contact selebar 70 cm > pada palang pipa contact point > 20 cm x2mm = 14cm/segi. Pada winchbar Forest > 18cm x 70 cm = 1260cm/segi. Dgn asumsi mobil LV ( 1900 kg ) melaju dgn kecepatan 50 km/jam saat tabrakan energi kinetik adalah 70.000 joule . contact point pada palang pipa adalah sebesar 5000 joule/ sq cm – contact point pada winch bar Forest Cuma 55,5 joule/sq cm ) contoh clasik adalah Tank Abraham seberat 70 ton memiliki preasure point ketanah setara luas kedua kaki perempuan seberat 50kg.Preasure point > memusatkan energi pada titik kecil , sehingga efek merusak sangat besar.
- Menggangu mobilitas > palang pipa menjadikan mobil lebih panjang 35 cm ( diukur dari titik roller winch ) – pada Winch bar Forest Cuma lebih panjang 12cm
- Mengurangi Approach angel hingga 5 derajat ( sangat menggangu saat tanjakan ) – pada Winch bar Forest > Justru memperbaiki approach angle hingga 3 derajat
Perbandingan dgn Palang Winch bar Forest:
- Memiliki crumple zone & telah lulus sertifikasi keselamatan ADR69/00 - Airbag compatible
- Desain memenuhi sharp object rule – ada 2 karet peredam benturan didepan – ketiadaan sudut keras/runcing di palang – winch roller dipasang tersembunyi
- Palang yg ramping membantu mobilitas & memperbaiki apporch angle
- Sebagai tempat untuk winch – 3 dudukan antena – 2 hilift jack point – tempat lampu
- Palang dilengkapi 3 skid plate & lampu indikator led
Hasil test Cuma untuk kalangan sendiri & pihak yg terkait – tidak di perkenankan untuk disebarluaskan tanpa confirmasi dari pihak PT Sukses Selaras SentosaThis information is subject to change. Confidential information, which should not be shared with a third partywithout a written consent from PT Sukses Selaras Sentosa Representative.
News Analisa palang pipa dgn winch mount berdasark aspek keselamatan NHTSA:

Latest News

A DEEPER LOOK AT SPRING VS AIRA DEEPER LOOK AT SPRING VS. AIR
A DEEPER LOOK AT SPRING VS. AIR
Suspension systems contribute to a tractor-trailer’s road handling and ride quality (the vertical acceleration to which a tractor-trailer is exposed). Keeping the tires in contact with the road as much as possible, suspension systems help minimize the amount of jarring (bumps, vibrations) for improved load-carrying ability, protecting the trailer and the freight inside from being damaged.
Wheels alignment report
Please see below email from our Local Sales Manager reporting the feedback to Kristian after one of our dealers install UCA001FA on his Hilux Revo ( he’s putting oversized tire too )

I’m not sure how important is wheel alignment in your market but it’s very important to do proper wheel alignment after raising the vehicle with suspension upgrade ( changing spring )
KETIDAK PAHAMAN MODIFIKASI SWAYBAR PADA UMUMNYA
SWAY BAR OEM

Untuk offroad malah akan mengurangi traksi LC200 mengguakan KDDS untuk non aktifkan swaybar saat offroad JK Rubicon memiliki fasilitas non aktif front swaybar via switch saat offroad .

Jika diganti ukuran lebih gemuk dengan asumsi berat mobil tetap / tak bertambah sesuai desain pabrik
 Penggunaan front swaybar lebih gemuk , handling menjadi under steer
 Pengganti rear swaybar lebih gemuk . handling menjadi over driver

Sway bars
This component mst be the least well understood component of suspension . or maybe just the easiest for people who don’t know suspension tunning to want to mess with . more often than not people looking for aftermarket sway bars just assume it’s an upgrade but generally have on idea why or how . often people seem to assume that a stiffer bar at one end of the car will increase traction at that end of the car . it would be a natura; conclusion . after all everyone believes that bigger sway bars increase traction but they really don’t . A stiffer sway bar at one end of the car will reduce traction at that end it is increasing the effective spring rate winch is transferring traction to the other end of the car . add a stiffer front sway bar and the car will become more understeery in the front and less oversteery in the back . if that’s what you want then the sway bar can be a good tuning tool . if you add stiffer sway bars front and rear it will reduce the amount of roll while maintaining similar hadling characteristics . if you cannot change spring rates up the a little bit . peronally if possible I belive one shuld try to get the spring rates asclose as possible then just fine tune with sway bars .
It is also good to remember that stiffer sway bars reducse roll but not pitch . so a car with stiffer springs ad softer bars will reduce both pitch and roll whereas slapping big sway bars on stock suspension will reduce roll but still have a lot of pitch . contraty to comments in other articles pitch is not a big thing to shoot for . naturally there is a happy balance and too much or too little of anything will become bad there is a common saying with macpherson suspension tuning and there is somr truth to it . the saying goes something like the best way tu get macpherson suspension to handle well is to keep if from moving . of course this is not litteraly true but it contains seed of truth . mapherson suspension does ot have the best geometry and gig changes in suspension travel tend to take toe , caster . camber , etc curves further from ideal . so while you do want the suspension traveling enough to absorb imperfections on the road and keep the tires as close as possible to optimal grip you don’t want a ton of pitch or roll as you come into a corner because the more your suspension travels the less ideal your geometry will likely become . if someone does find more pitch improves their turn in then it is likely that their suspension geometry was actually improved and that changing thestatic geometry with reduce pitch would probably produce even better results .
Another big misconption with sway bars is that they will try to lift the inside tire . often these people will believe that therefore a setup with stiffer springs and no sway bars would put more pressure on that inside tire , it is easy to think of things in that way but that’s just now how it works .
Think of it like this . weight distribution is dictated by center of gravity and G forces . so whether you were doing around a corner with zero suspension or with soft suspension and huge sway bar or stiff suspension and no sway bar the weight of the car pushing down on each tire is dictated by COG and cornering force . The sway bar is not pulling the inside tire up . it is reducing roll and keeping the inside of the car lower . it is true that if the car rolls . enough a sway bar will make it more likely for a car to actually lift a tire off the ground but with no sway bar there would still be zero weight on the tire . it might be resting on the ground but it’s ability to trun or accelerate would realy be no better .
The stiff . front spring no sway bar setup became very popular in the AW11 scne after a few people found success with it in particular classes of autox . I can’t guarantee I could build a more competitive setup tn that class of racing but that doesn’t change the fact that the threads and discussion of this setup are built on a lot of bad theory and correlation . so if you are looking for a competitive setup for that class of racing don completely dismiss if but if you are looking for proper technical discussion or accurate theory understand that just because someone wins races withy their setup does not mean they understand why or that it couldn’t be improved upon if they did . a lot of rasons given for getting rid of the sway bar in these threads are not true or technically correct and things I addressed above like someone assuming that a sway bar was significantly less ideal because it would reduce weight on the inside tire which is absolutely not true .
This C4AG article also recommends running different pads in the front to change braking bias . this is not really suspension related but this is a huge pet peeve of mine so I’ll add it in .
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