Wow, 300th post in this thread
and approaching 8,500 thread views.....
Ok, for those that have followed this entire thread and/or already get out and wheel their KK, you probably already understand why you want maximum approach clearance (at the front) and departure clearance (at the rear) in line with the wheel path. The wheel path is critical because when wheeling, you generally want to put your tires up on the obstacle for multiple reasons, including so you know where it is, maximize underbody clearance and to help protect underbody components hanging the lowest, like the rear differential, lower shock mounts, etc. Thus, if you can't get your front wheels up onto an obstacle (or to the ground when coming off a large obstacle or decline descent) without your bumper contacting, then your Jeep body (e.g. bumper) is going to take some damage unless you retreat, can avoid the obstacle, etc. Ditto for the back end, although it typically doesn't keep you from getting up onto an obstacle, or down off a large one, as the front could constrain you (since most people wheel driving forward
) thus the rear is more likely to take a hit coming off an obstacle that you were able to get up and onto (or come down off of if sizable decline). So, enough background on why clearances in the wheel path are critical...now for some photos of my Fully Armored KK making use of its high wheel-path approach and depature clearances while wheeling out in Utah this past May:
First up, crossing a small crack, first using approach (front) clearance, then getting clear with depature (rear) clearance (taken from Klondike Bluffs' trail):Don't try this with an OEM bumper -- only my maximum approach clearance bumper and radiator/PS cooler skid plate can do this without
any contact to the rock.
Stuffin' the driver's side rear tire as the passenger side rear tire flexes and drops into the crack.
Gettin' clear.
Another example of both improved approach and depature clearances (from Fins & Things Trail):Without such improved approach clearances, what do you think would happen to any other bumper in this situation?
Thanks Taylor for the great action shots
Now that the front is down off the obstacle or decline, what do you think would happen to the OEM rear bumper in this situation?
And last example I'll post of situations where both approach and departure clearances are important (takend at Ken's Climb off Fins & Things):Approaching the climb (so need approach clearance)...
...now starting the climb, so need departure clearance at the back.
Now, few random approach clearance only shots:Note how you can still see the front driving surface of the tire below the bumper's high wheel-path clearance?
(wow, the KK's tail is long, but here's a good shot showing how much the clearance is maximized, after have the exhaust back-redone too)
Now time to climb a little ledge on the trail....
..first getting one front wheel up on it....
...now both front wheels up on, so now to move forward...
...to get the back wheels up on it....
...now that fully up the ledge, time to move on forward on the trail.
Some random departure clearance only shots:Getting rear wheels down off the ledge obstacle...
...fully down and clear of the ledge obstacle, without dragging my KK's rear bumper
(Thanks Scott for the action photos
).
Thanks yal'll. I'll continue to post as time permits as well as advise any updates once any notable updates are available.
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2009 KK Limited 4x4Jeep Green/partially dechromed/Sunroof/OEM Skids/
Gray Leather/uConnect GPS-Nav/DVD Head Rests/
MtnLuvr's Off-Road Front Winch Bumper, Heavy Duty Rock Sliders, Heavy Duty Off-Road Rear Bumper/JBA 4" AaS Lift w/UCAs/16x8's w/ 245/75R16 GY MT/Rs
Coming: