One of those "it does not matter" huh. Mechancal engineering and its physics is not your area of expertice I guess. It is mine. Do not discount it just because you do not understand it because it does happen. Like it or not, a very basic law of physics is "for ever action, there is a equal and opposite reaction" the counter torque going to drive shaft to turn wheels has to go somewhere and it does to axles and chassis. Put it in low range to get more drive shaft torque and you put even more counter torque twist on chassis, there is no escaping it unless you know of a way to defy physics (maybe with varible thrusters on chassis and axles to counter torque forces). This is also a reason what plane have counter rotating props when they have more than one engine, to cancle out the torque force otherwise you get what is know as the "critical engine" in a twin when on engine is out when control is more difficult. (BTW, I have a pilots license too and worked in flight test for years as a engineer.) You are really out of your league here because I can pretty much disect any mechcanical device and tell you how it works and why and sometimes how you might improve it too. It is not about me being better than others, it is about sharing the knowledge.

 

snoman, your really askin to tick some people off, say stuff like how there no expert and you are so your right and there wrong. id suggest you back off a bit.

 

dude, chill! i see what your saying i really do, but it really has nothing to do with the original post. think about what your saying.... a light duty truck engine (esp stock) doesn't stand a chance of torquing a chassis and twisting it enough to cause the truck to veer off course.

and whats with the whole being a pilot aspect? i mean kudos to you, glad you can fly! personally i was born on the ground and plan to stay here! now that you got that little bit of braggin off your chest how about we get back to the subject. you are thinking way too hard about this!

why is it that when sled pullers (diesel trucks with more numbers than you can count with your fancy formulas) dont go flying off to one way or another?

hey chrono, its cool, let's see if we can reason with him before blowing up

-cutts-

 

No, I'm sure he's right. There's a lot of stock rigs that twist their frames to pieces on accelleration. Looks at Monstebaby's truck. His frame twist is so XTR3ME now that his front wheels don't even touch the ground anymore.

SnoMan, I'm glad you know how to fly and I'm glad you're a physics genious. But if you think that the pulling effect being felt in this guy's truck is due to the torque of his engine then please PM me with an address so I can send you cash for a little of whatever you're smoking. How about you take all your research to every alignment shop in the US and tell them they don't know what they're doing because it's all caused by frame twist.

FWIW, if my rear diff is open it's always my passenger's side tire that breaks loose, not the driver's side.

 

I cleaned out my brakes the calipers and wheel cylinders are fine. I only feel this pull on the road. At speeds like 25-30 it does it at higher speeds but this is when i start to feel it. It doesnt do it in 2WD.

 

Good to know we have yet another armchair genius.

'88, I can assure you that your steering problem is not due to "torque steer".

Have I mentioned that I'm a mechanical genius and an expert pilot too? It must be true, because this is the internet...

 

Agreed. However, this perfect assumption is the exception, not the rule. Theory doesn't count.

I disagree. Launch wheel speed is a major determining factor in whether or not the tires "hook". Launch too fast, you spin. Launch too slow, you bog out.
I have no doubt that you posess more mechanical engineering knowledge than me. I'm good at spelling so I'll point out that "dissect" has two s's in it. But that is not the issue at hand. My training is civil engineering - which qualifies me for jack. I can take anything apart and tell you how it works too, that doesn't make me an expert on anything. But I do however, have about 25 years experience drinking beer, building, breaking, driving, crashing, rolling, limping, babying, offroading, sinking, sticking, fubarring, fixing, jerry-rigging and destroying almost every kind of equipment ever designed to go in the mud; and some stuff that wasn't. The stuff I haven't personally done, I've seen first hand both drunk and sober. 88's problem is not torque steer, you're not exercising good judgement by picking that fight here. We respect your opinions and your formula (which I do understand, flaws and all), but actual "been-there-done-that; bought the t-shirt" experience dictates otherwise.

 

ok now my turn, my engine produces over 800hp around 700ft lbs of torque so by your reasoning snoman when the front tires come off the ground I should instantly slam into the right wall of the pit, guess what my truck pulls LEFT yet with all 4 tires on the ground it will track as straight as anything else I own. engineering and numbers help design something they don't neccesarily explain why it works or doesn't work though, take the Tacoma Narrows bridge was supposed to be an engineering marvel gut it didn't even last 6 months before it fell down into the water.

Oh and since you made the comment about bieng a pilot don't forget that numbers claim that bumble bees, and helicopter can't fly either.

 

monster, dont you know why? dont you know you have a reverse spinning engine? duhhhhhhhh