bobzilla said:In reply to Kramer :
I *THINK* the only reason it happened yesterday was the fronts were on dry pavement with grip while the rears had found the slick spot I'd already found with the fronts and lifted for.
you might go back and look at it again... I've found, iirc, most US roundabouts tend to have a bit of adverse camber in them... probably for drainiage. So, that might have been part of it.
bobzilla said:yeah, this is a 143.5" wheelbase with an overall length around 19.5'
You're not going to be able to accelerate enough to quickly change load transfer with a wheelbase that long. You most probably corrected it in the best way possible.
In reply to Knurled. :
Plus it's an unloaded pickup. There's not a lot of weight back that far anyway. This weekend we'll be installing our ballast. finally warm enough that I can use the hose!
Having very little weight back there is an advantage in this case. Yeah, it's easy to get the rear end sliding because it's light, but when it is sliding, it doesn't have a lot of momentum so it's also easier to bring it back in line.
In reply to rslifkin :
CORRECT. Add super-length and its easily catchable if you don't get stupid.
Is it possible that you just had your rear tires (tracking in closer to the curb) on a slippery surface that the fronts? Because you said it slipped 3-4 feet and caught when the rear tires got on the same grippy surface your front tires were on? In this case the lift throttle was less of a factor than the differential in surfaces.
rslifkin is correct on both theory and practice.
Lightly squeezing into the throttle is to cancel out the engine braking, which by itself will increase stability by increasing lateral capability of rear tires, even if it didn’t also come with a bit of rearward weight transfer.
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