My brand new gladiator sport s had both lower ball joint bolts finger tight with the cotter keys installed causing death wobble at +55mph
This is a vibration, nothing to do with "death wobble". Very different feel, very different symptoms and different causes.
All cars don't have a direct gear. They all have something close. But not exact.I'd love to know who the heck wrote this bit here - in the snip below. DUH. All do. Every vehicle in the last 70 years, no, make that 100 years, has had a 1:1 ratio. It's called high gear. Anything above it is an "over-drive" gear or ratio.
"Can spin at the same speed.............." should read "WILL spin at the same speed..........." It's a given. Direct drive, 1:1
Geesh, who writes this stuff??
Any Jeep has a 1:1, manual or automatic. The T5 in my SX4 has a 1:1 - it's called 4th or high gear and the 5th gear is an overdrive gear. 4 speed automatics of the 80s and 90s all had 1:1, the automatic in your grandfather's 52 Ford had it.
What they failed to do is say that this 1:1 varies with the vehicle and transmission as to which gear this is.
No Gladiator has a differential ratio close to 3:1 so that lets that out. Older vehicles, yes - say, my 70 with a 3.15:1 would be close, but still not quite meet their definition.
Frankly, maybe I should scan the driveline troubleshooting charts from my TSMs and the training materials I have - they make more sense than the site with that stuff.
I'm trying to figure out, if your differential has a 3:! ratio, how that aligns with a driveline vibration because it's not an even number. It really doesn't make sense.
For example, if the driveshaft is assembled out of phase, the second joint speed change won't cancel out the first joint's speed change so you'll have a vibration - and the speed change happens twice for each drive shaft revolution, so how would a 3:1 ratio be anywhere close to that? The axles would be turning 1/3 the speed of the driveshaft, not 1/2, not twice, but 1/3 the speed of the driveshaft.
Their tire count is going to vary widely based on tire size. A large tire will rotate a lot fewer times in the same mile - a tire on a car will spin a lot faster for the same road speed so I might count 1/3 more hits in a mile with my cars than I would with my JT. Find the diameter of the tire - and the revolutions that tire makes from the tire vendors charts for a given tire size. Then you can tell how many times a specific part of a tire hits the pavement in say 10 seconds - for THAT tire. I might count 5 for my JT and 7 for my car, for example.
I think I'll stick to my college materials and technical service manuals troubleshooting charts.
This is a vibration, nothing to do with "death wobble". Very different feel, very different symptoms and different causes.
No direct drive? I've never worked on an auto or a stick that didn't have a direct 1:1
Old bugs (I know, not a car), don't have a 1:1 either. They go from 1.26 in 3rd to .89 in 4th. But jeeps do!
Jeep does have 1:1 in the transmission. Note that this is including only the ratio between transmission input and output shafts.
So while on the highway going 65 if I out into manual and if I still get the vibe this should eliminate the transmission? Thoughts? Or am I miss understanding.Jeep does have 1:1 in the transmission. Note that this is including only the ratio between transmission input and output shafts.
With the transmission not in one of the OD gears (for the automatic, change to manual mode and keep it in 6th gear as 7th and 8th are overdrive gear.
For the manual transmission, 1:1 or high gear, or direct is 4th gear.
If you are in 5th or 6th in the manual, it's no longer 1:1
If you let the automatic shift beyond 6th, then it's no longer 1:1
JT stock differential ratios are either 3.73:1 (Overland, for example) or 4.10:1 (Rubicon, Max Tow, Mojave, etc.)
Back on Chad's correction of me - I still find it odd as with any transmission, manual, automatic, whatever, the easiest of all ratios to achieve is 1:1. You lock the input and output shafts together, all other ratios require other gear sets or a more complex cluster, for automatics, it's an added planetary set and clutch pack or band.
Piece of cake - slide that collar shown in the right of the pic forward, locks the input shaft (on the right) to the output shaft (on the left) and you have 1:1, or high, direct gear.
I totally understand. I forgot I also had a Mopar 2” lift installed before I picked it up. Maybe I got lucky with my Gladiator. If there was a problem with it I would have known as I am a 69 y.o. Car buff
