by Ber Knight Overtipping -...
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Give us a call or go online for complete details 866-499-6218 gibsonperformance.com Gibson Performance products are made in the U.S.A. and are backed by a lifetime limited warranty. Swap out your restrictive factory exhaust manifold and gain the torque you need to crest the summit! Gibson Performance headers for 3.8L and 4.0L Jeep engines de- liver more low-end torque and mid-range power than the competition for optimum performance on- and off- road. Each header system is a direct replacement for the factory manifold, installs with no modifications and are 50-state legal! JEEP HEADERS When you’re scrambling up a trail and crawling over a ledge, you need all of your Jeep’s power in the low RPM range. Unleash the power of your engine with Gibson Performance Exhaust Systems. Gibson exhausts bolt on behind the factory catalytic converter with no modifications and combine dyno-tuned, mandrel-bent tubing with durable, Suspended Flow Technology (SFT) mufflers. Gibson’s SFT technology re- duces sound pulses and reduces backpressure for increased torque and power and delivers a commanding sound with every rev. JEEP EXHAUST SYSTEMS Unless it’s a Gibson Performance Exhaust, you’re settling for second best. 56 MOAB JEEP SAFARI 2009 Jeep Safari’s 1,500 or so registered vehicles average a little more than two trails each, more than 3,000 vehicle-days of use. We have another average: two or three tipovers each year. Usually, it is just a tip on the side, but some have been real rollovers, a full turn or more. None of these has resulted in notable injury, thanks to seat belts and incredible luck for the few who were not buckled up. (An example of “incredible” is a Jeep rolling over its former occupant without quite hitting him!) Most tipovers happen on the steep uphill climbs. We have several hills that have angles of 40° more or less. Vehicles can climb them straight up, but not sideways. Even when the hill is less steep, there are rocks, ledges, and holes that can cause a vehicle to have one wheel extra high and one extra low. These local tips can happen suddenly without warning. Always have the belts fastened. When climbing a hill, try first as slow as possible; if a little more speed is needed, try again. If a lot of speed is needed, don’t try; one bad bounce can turn you sideways. We’ve seen vehicles raise both front wheels in “wheelie” style when an anxious driver punched the accelerator. No one plans a sideways route, but the rocks and ledges can make that decision for you. Spinning wheels can turn you, too, and your on-the-spot reaction can be wrong. You should rehearse the situation mentally, then review it in your mind at each hill, so that you can instantly get off the gas and on the brake. There is that terrible temptation to keep going — you are almost there and you think the wheels may catch. I have personally watched four drivers stay on the gas too long, leading to a total of four-and-a-quarter turns for the four. If you do get into that stopped, sideways condition, there is time to study your next move. The best move is to get a winch or strap from someone above to get the vehicle straight on the hill. Often you can turn the wheels properly and back slowly to the straight condition, but a strap from above is an extra measure of security for this move. The downhill trip has its own hazards. It is difficult to see the ledge or hole that can shift a tilt gauge from a gentle angle to a tipover condition in a flash. It couldn’t hurt to walk ahead and take a little peek; your eyes may roll a little, but it beats rolling the Jeep. Another downhill problem is abrupt braking. A tippy situation is aggravated by vehicle momentum when you slow suddenly. You should be creeping in gear to use engine braking as much as possible. If you don’t start super slowly, you may be forced to let it go faster than you would like to avoid braking suddenly. There are even safer ways to handle these hills. Many of them have easy bypasses. Not everyone has to do every hill every day. All hills have opportunities to use the security of a strap or winch. It is my notion that anyone who hasn’t been willing to take the strap out of a tight situation has his real four wheeling ahead of him. If you have some four wheeling ahead of you, be sure you have the chance — buckle up! Overtipping by Ber Knight
Transcript of by Ber Knight Overtipping -...
Give us a call or go online for complete details866-499-6218
gibsonperformance.com
Gibson Performance products are made in the U.S.A. and are backed by a lifetime limited warranty.
Swap out your restrictive factory exhaust manifold and
gain the torque you need to crest the summit! Gibson
Performance headers for 3.8L and 4.0L Jeep engines de-
liver more low-end torque and mid-range power than
the competition for optimum performance on- and off-
road. Each header system is a direct replacement for the
factory manifold, installs with no modifications and
are 50-state legal!
JEEP HEADERS
When you’re scrambling up a trail and crawling over a ledge, you need all of your
Jeep’s power in the low RPM range. Unleash the power of your engine with Gibson
Performance Exhaust Systems. Gibson exhausts bolt on behind the factory catalytic
converter with no modifications and combine dyno-tuned, mandrel-bent tubing with
durable, Suspended Flow Technology (SFT) mufflers. Gibson’s SFT technology re-
duces sound pulses and reduces backpressure for increased torque and power and
delivers a commanding sound with every rev.
JEEP EXHAUST SYSTEMS
Unless it’s a Gibson Performance Exhaust, you’re settling for second best.
56 MOAB JEEP SAFARI 2009
Jeep Safari’s 1,500 or so registered vehicles average a little more than two trails each, more than 3,000 vehicle-days of use. We have another average: two or three tipovers each year. Usually, it is just a tip on the side, but some have been real rollovers, a full turn or more. None of these has resulted in notable injury, thanks to seat belts and incredible luck for the few who were not buckled up. (An example of “incredible” is a Jeep rolling over its former occupant without quite hitting him!)
Most tipovers happen on the steep uphill climbs. We have several hills that have angles of 40° more or less. Vehicles can climb them straight up, but not sideways. Even when the hill is less steep, there are rocks, ledges, and holes that can cause a vehicle to have one wheel extra high and one extra low. These local tips can happen suddenly without warning. Always have the belts fastened.
When climbing a hill, try first as slow as possible; if a little more speed is needed, try again. If a lot of speed is needed, don’t try; one bad bounce can turn you sideways. We’ve seen vehicles raise both front wheels in “wheelie” style when an anxious driver punched the accelerator.
No one plans a sideways route, but the rocks and ledges can make that decision for you. Spinning wheels can turn you, too, and your on-the-spot reaction can be wrong. You should rehearse the situation mentally, then review it in your mind at each hill, so that you can instantly get off the gas and on the brake. There is that terrible temptation to keep going — you are almost there and you think the wheels may catch. I have personally watched four drivers stay on the gas too long, leading to a total of four-and-a-quarter turns for the four.
If you do get into that stopped, sideways condition, there is time to study your next move. The best move is to get a winch or strap from someone above to get the vehicle straight on the hill. Often you can turn the wheels properly and back slowly to the straight condition, but a strap from above is an extra measure of security for this move.
The downhill trip has its own hazards. It is difficult to see the ledge or hole that can shift a tilt gauge from a gentle angle to a tipover condition in a flash. It couldn’t hurt to walk ahead and take a little peek; your eyes may roll a little, but it beats rolling the Jeep. Another downhill problem is abrupt braking. A tippy situation is aggravated by vehicle momentum when you slow suddenly. You should be creeping in gear to use engine braking as much as possible. If you don’t start super slowly, you may be forced to let it go faster than you would like to avoid braking suddenly.
There are even safer ways to handle these hills. Many of them have easy bypasses. Not everyone has to do every hill every day.
All hills have opportunities to use the security of a strap or winch. It is my notion that anyone who hasn’t been willing to take the strap out of a tight situation has his real four wheeling ahead of him.
If you have some four wheeling ahead of you, be sure you have the chance — buckle up!
Overtippingby Ber Knight
