Normally the wheel diameter and the tyre width as well as the rim size are the determining factors for the selection of your snow chain. You can find suitable spare parts in our spare parts section.ĭepending on the size of the tyres and rim, type of tyres (summer tyres or winter tyres) and vehicle type, we have the right snow chains in our portfolio. In our snow chain configurator you will find the right model for your tyres on cars, trucks, tractors, lawn tractors and many other applications. Testing gauges and straightening systems.Sheaves and ropes for building works, block and tackle reels.Wheels and sprockets for scraper conveyors.Profile steel chains for scraper conveyors. pewag peCLAMP special clamps and -grabs.pewag peCLAMP horizontal lifting clamps.informationabouttheprogramme_liftingclamps.Stainless steel pump chains pewag winner inox.Master links and subassemblies - offshore.Textile lashing and lifting accessories.pewag winner offshore – Lifting systems.pewag winner G10 – Lifting & lashing systems.pewag winner pro G12 - Lifting & lashing systems.pewag winner prosecure – Fall protection.pewag levo – Remote controlled lifting devices.In other words, I’m a control freak, and a manual transmission supports my sickness. And finally, I like to be able to determine at which rpm I attack an obstacle from a stop instead of letting my torque converter have a say in the matter. I sometimes prefer to begin a technical climb in First gear with the starter motor, allowing the engine to catch as the vehicle is creeping forward without rolling back off the line like sometimes happens when taking an auto out of Park. I like the feeling of bang-shifting a bread-truck transmission through the lights on the road. I don’t like worrying about overheating fluid when zooming through the dunes. I want the simplicity of knowing that as long as my input and output shafts are intact I’ll pretty much be able to find a gear in which to jam it in order to limp off the trail. I don’t need to be fumbling with a gated shifter hoping I stab it in Reverse in a moment of panic. I want the ability to clutch in and allow the vehicle to roll backwards if I fail at a hard climb that puts me in imminent danger of rolling. That said, make mine a manual all week long and twice on Sunday. In the end it really doesn’t matter to me which transmission a vehicle has, so long as it works and gets me out on the trail and back again.Īutomatics are easier to drive, require less skill, and can in most instances deliver more driver finesse than manual transmissions. Still, when you weigh this against relying on nothing more than fluid to keep you moving, excessive heat, added power consumption, and more, a manual starts looking pretty attractive. I feel like this is less of an issue in high-rpm and high-speed situations like mud or the dunes, but I will concede that an automatic might have a slight advantage there, too. With an auto, the tranny can upshift instantly and provide more wheel speed, which can make the difference on getting up an obstacle. If you try and shift, you lose all of your momentum. No matter how good you are, you can’t shift a manual faster than an automatic, which means you’re committed to one gear when you need to bump up an obstacle with a stick. With the type of wheeling I do, it’s most obvious when you need a heavy bump and more wheel speed than a single gear can provide. That’s a clear advantage in certain very specific situations. In my eyes, most of the pros and cons you hear about one or the other cancel each other out, save one: An automatic transmission is able to upshift without losing momentum.
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