SJ vs. Samurai
Moderaatorid: Stupiduser, Moderators
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Stupiduser
- Vintsmännide AÜ
- Postitusi: 1280
- Liitunud: K Veebr 19, 2003 6:25 pm
Tegelikult on nii, et me siin sokime ja ajame oma tarkust taga, kuigi küsimuse esitamisel mitte et võiks vaid suisa peaks vastama Topauto, et mis kus ja kas ning millal. Äkki saame lõpuks ühese pildi mis on mis. Kuigi keegi asjast huvitet kodanik mõnd Topauto jüngrit (mitte muttripoissi) teab, oleks oluliselt lihtsam sealt majast infot saada. Ja kui ka nemad ei tea on nende auasi see info japside käest hankida. Või mis?
Tegin veitsa kodutööd.
Samurai on Samurai - olgu siis mudeliindeksisk SJ413 või mis iganes.
Samurai näol on tegemist mudeli nimega, osadel turgudel on ta ka Sierra nime all, ehk siis tegelikult ei ole selle nime taga muud kui turundustrikk.
Kõik muu ( keerdvedrud, mootorid jne ) tuleb välja juba mudeliindeksist ehk siis sellest SJ-ist .
Margus
Samurai on Samurai - olgu siis mudeliindeksisk SJ413 või mis iganes.
Samurai näol on tegemist mudeli nimega, osadel turgudel on ta ka Sierra nime all, ehk siis tegelikult ei ole selle nime taga muud kui turundustrikk.
Kõik muu ( keerdvedrud, mootorid jne ) tuleb välja juba mudeliindeksist ehk siis sellest SJ-ist .
Margus
endine offroader 
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Stupiduser
- Vintsmännide AÜ
- Postitusi: 1280
- Liitunud: K Veebr 19, 2003 6:25 pm
Kas see jutt võiks tõele lähedal olla? 
The 410 has 1 litre engine, ebrake on tcase, small drive shafts, small carrier and narrow axle width (49"WMS).
The 413 has 1.3, sammi tcase with ebrake on the back of case, big driveshafts, sammi carriers with 3.91 gears and narrow width (49"WMS).
The sammi has 1.3,same tcase as 413 but without the ebrake, big driveshafts, wide axles with 3.73's (52"WMS).
In other words the sammi case and driveshaft will fit into a 413 but will not have the ebrake. But beware because the spring perches are outboarded on the sammi so there will have to be mods if you want the sammis axles to fit. Just a word of advice.
Ja veel: You forgot, the 413 has little fender flares
Pärit: http://monkeycage.island4x4.com/showthr ... eadid=7014
Ebrake, nagu ma aru saan, on käsipidur tagakardaanil, mis see tcase aga on?
Veel: http://forum.difflock.com/discus/messag ... 1105514486
The 410 has 1 litre engine, ebrake on tcase, small drive shafts, small carrier and narrow axle width (49"WMS).
The 413 has 1.3, sammi tcase with ebrake on the back of case, big driveshafts, sammi carriers with 3.91 gears and narrow width (49"WMS).
The sammi has 1.3,same tcase as 413 but without the ebrake, big driveshafts, wide axles with 3.73's (52"WMS).
In other words the sammi case and driveshaft will fit into a 413 but will not have the ebrake. But beware because the spring perches are outboarded on the sammi so there will have to be mods if you want the sammis axles to fit. Just a word of advice.
Ja veel: You forgot, the 413 has little fender flares
Pärit: http://monkeycage.island4x4.com/showthr ... eadid=7014
Ebrake, nagu ma aru saan, on käsipidur tagakardaanil, mis see tcase aga on?
Veel: http://forum.difflock.com/discus/messag ... 1105514486
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Landy
- Typo Master 2.1
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Natuke ajaloost:
uzuki's 4x4 History
1982: SJ-Series Suzuki Samurai, Sierra, Jimny
Nov 1, 2005
By: ORC STAFF
Suzuki/Geo at Off-Road.com
1982 Suzuki SJ30
Suzuki SJ410
After more than a decade of proving their 4x4 prowess in countries all over the world, Suzuki introduced the all-new SJ410 (nomenclature signifying 4-wheel-drive, 1.0 liter engine) in 1982. This truck was also known as the SJ30, the Sierra, the Jimny, and also re-badged as the Maruti Gypsy in India, as well as the Holden Drover in Australia. Larger and more modern than the LJ series, the SJ30 expanded on the LJ's pluses and addressed many of the minuses. The 970cc 4-cylinder engine was a larger version of the LJ80's power plant, delivering 45hp and an even bigger improvement in torque, helping to haul its additional 300lbs over that of the LJ more quickly to its identical top speed of 68mph.
Suzuki SJ410 pickupDifferences from the familiar Samurai included of course the smaller engine, the narrower track width front and rear with leaf springs mounted further inboard, 12% lower transfer case ratios in high and low range, 10% lower differential gears, a 4-speed transmission, front and rear unboosted drum brakes, a transfer case mounted drum parking brake, seat and dashboard design, lack of a roll bar, and availability of half-door convertible, pickup, hardtop, raised-panoramic-roof, and no-glass hardtop versions.
Long Wheelbase Utility
In Britain a "gentlemen's agreement" between British and Japanese industries limiting Japanese cars to a mere 11% of the market left Suzuki, a latecomer, with a very small allocation of market share. The popularity of the SJ series forced Suzuki to investigate overseas production. The Spanish company Land Rover Santana SA wanted a product to complement their Land Rover production, so Suzuki took a 20% (later increased to 32%) shareholding in Santana. This arrangement resulted in over 60% European content, allowing the vehicles to be exempt from Suzuki GB's quota.
Panoramic roofBeginning in 1983, Suzuki saw a market for a larger version of the SJ410 and 413. By stretching the wheelbase 13.5 inches and the overall body length by 23 inches, the long-wheelbase SJ was born. Available as a 4 or 6 seat convertible, raised-roof hardtop, 3 different body styles of pickup, and a very rare 4-door hardtop (In fact, the "4-door hardtop" may actually be a hoax. Does anyone know for sure?), Suzuki had a vehicle to meet anybody's small-truck needs. As popular as it has been, the SJ series is still in production today, but has gone through several updates.
SJ LWB fiberglass roof
By 1984, the SJ series received its first major update. With the addition of an available all-new aluminum 1324cc 64hp engine, the SJ series was headed upscale. The new SJ413 (4wd, 1.3 liters) received power front disk, rear drum brakes, a new dashboard and seat design, and a switch from the vertical-slat metal grille to the plastic unit with which we are familiar.
Note: The brakes were still not power on the SJ410 through 1985. The metal grille was kept through 1985 on the SJ410 as well -- Eric Bewley
SJ Crew Cab
By this time the popularity of the Suzuki due to its price, performance, and reliability allowed it to be sold in the roughest countries in the world, and Suzuki responded by adding assembly factories in Spain and India to supplement the huge Hamamatsu factory in Japan.
SJ Long Wheelbase 4-door. Is this a Photoshop produced hoax, or was this available somewhere?
Until this time, Suzuki had never officially sold any of their 4x4s in the United States, but some 3000 or so SJ410s followed various unofficial paths into the U.S. With the success of the SJ series in over 100 countries around the world, they saw a huge market ready for such a vehicle. Suzuki took the SJ413 as the basis for what was to be called the Samurai and made the few important changes from the SJ413 listed above. Unfortunately it was only offered to the United States in short wheelbase convertible and hardtop versions.
Samurai Pickup
1985 was the year that the 1986 model year Samurai was released in America, and it was an instant hit. Starting at $6200 and fully loaded at $7500, many people simply could not resist it. Starting with a mere 1200 trucks imported per month, sales increased exponentially to 8000 vehicles per month and Suzuki quickly found themselves with 47,000 Samurais sold by the end of their first year. Not only was it the top-selling convertible in the United States, but it also captured the best first-year sales record of any Japanese car company.
Long Wheelbase 4-seat
Keeping in mind the success of the VW Bug, Suzuki planned to always revise - not change - the vehicle, therefore retaining its style and simplicity. The 1988.5 model-year brought the first significant changes to the Samurai. In an effort to improve the ride quality, softer springs and shocks were installed, while a larger front anti-sway bar was used to reduce body lean around corners.
86-88 Suzuki Samurai
The 5th gear ratio was reduced to improve highway performance, and a new aluminum radiator, a redesigned valve cover, and large transfer case U-joint flanges were used. The dash was totally redesigned from the round air vents to square ones with a better integration of the radio, a 4-spoke steering wheel replaced the previous 3-spoke design, more comfortable seats and rubber shifter knobs, new round-hole wheels and a slightly revised radiator grille summed up the visual changes.
1996: "Coily" Samurai
1996 coil-sprung Suzuki Samurai
For the rest of the world, 1996 brought the biggest changes for the SJ series. The new "Coily" Samurai was most easily identified from beneath, where the all-new coil springs suspended the same live axles, which now housed 3.909 gears instead of the 3.727s. The transfer case ratios were raised from 1.409 high to 1.320 high, and 2.268 low to 2.123 low.
1997 1.9 TDI leaf-sprung Suzuki Samurai Santana
A lot of attention was paid to making the Samurai a much more comfortable vehicle. Engine bay insulation, new transmission and body mounts, totally redesigned dashboard, steering wheel, doors, console, and front and rear seats along with additional luxury items, and of course the improved suspension, made it a much higher-class vehicle. Upgraded brakes, power steering, engine fan, ignition coil, clutch cable, and a new exhaust system squeeze out higher performance. Fuel and radiator capacities were increased slightly and chassis strength was improved though the use of additional bracing and side-impact beams.
Outside, a tough looking hood, fenders, grille, and bumpers smooth out the looks while recalling the style of the LJ series with the twin marker and turn signal lights on each front corner, making this the best-looking SJ series yet. Not all Suzuki factories switched to the coil sprung chassis with the 1996 redesign of the Samurai and not all factories installed the same engines. Japan still used the narrow-track 1.0-liter 550cc 12-valve turbo 3-cylinder, in addition to the updated 16-valve MPFI twin cam 1300.
1996 found a 2.0-liter Mazda turbo diesel inline four introduced to the Vitara destined for the Asian and Australian markets. The following year an intercooler was added to the engine, extracting 23% more power and 29% more torque to the already powerful, tractable engine and further increasing the diesel's fuel economy. For the European markets, the Santana and others factories installed a Peugeot 1.9-liter inter-cooled turbo diesel into the Samurai and the Vitara.
Veel mõned arvamused ja faktid:
http://www.suzukiclubuk.com/specs.html
http://www.ciao.co.uk/Suzuki_Samurai__Review_5332502
http://www.zukiworld.com/section_techni ... amurai.htm
http://en.wikipedia.org/wiki/Suzuki_Samurai
http://www.difflock.com/buyersguide/pas ... ical.shtml
www.autosafety.org/srr/ROLSUZ.pdf
uzuki's 4x4 History
1982: SJ-Series Suzuki Samurai, Sierra, Jimny
Nov 1, 2005
By: ORC STAFF
Suzuki/Geo at Off-Road.com
1982 Suzuki SJ30
Suzuki SJ410
After more than a decade of proving their 4x4 prowess in countries all over the world, Suzuki introduced the all-new SJ410 (nomenclature signifying 4-wheel-drive, 1.0 liter engine) in 1982. This truck was also known as the SJ30, the Sierra, the Jimny, and also re-badged as the Maruti Gypsy in India, as well as the Holden Drover in Australia. Larger and more modern than the LJ series, the SJ30 expanded on the LJ's pluses and addressed many of the minuses. The 970cc 4-cylinder engine was a larger version of the LJ80's power plant, delivering 45hp and an even bigger improvement in torque, helping to haul its additional 300lbs over that of the LJ more quickly to its identical top speed of 68mph.
Suzuki SJ410 pickupDifferences from the familiar Samurai included of course the smaller engine, the narrower track width front and rear with leaf springs mounted further inboard, 12% lower transfer case ratios in high and low range, 10% lower differential gears, a 4-speed transmission, front and rear unboosted drum brakes, a transfer case mounted drum parking brake, seat and dashboard design, lack of a roll bar, and availability of half-door convertible, pickup, hardtop, raised-panoramic-roof, and no-glass hardtop versions.
Long Wheelbase Utility
In Britain a "gentlemen's agreement" between British and Japanese industries limiting Japanese cars to a mere 11% of the market left Suzuki, a latecomer, with a very small allocation of market share. The popularity of the SJ series forced Suzuki to investigate overseas production. The Spanish company Land Rover Santana SA wanted a product to complement their Land Rover production, so Suzuki took a 20% (later increased to 32%) shareholding in Santana. This arrangement resulted in over 60% European content, allowing the vehicles to be exempt from Suzuki GB's quota.
Panoramic roofBeginning in 1983, Suzuki saw a market for a larger version of the SJ410 and 413. By stretching the wheelbase 13.5 inches and the overall body length by 23 inches, the long-wheelbase SJ was born. Available as a 4 or 6 seat convertible, raised-roof hardtop, 3 different body styles of pickup, and a very rare 4-door hardtop (In fact, the "4-door hardtop" may actually be a hoax. Does anyone know for sure?), Suzuki had a vehicle to meet anybody's small-truck needs. As popular as it has been, the SJ series is still in production today, but has gone through several updates.
SJ LWB fiberglass roof
By 1984, the SJ series received its first major update. With the addition of an available all-new aluminum 1324cc 64hp engine, the SJ series was headed upscale. The new SJ413 (4wd, 1.3 liters) received power front disk, rear drum brakes, a new dashboard and seat design, and a switch from the vertical-slat metal grille to the plastic unit with which we are familiar.
Note: The brakes were still not power on the SJ410 through 1985. The metal grille was kept through 1985 on the SJ410 as well -- Eric Bewley
SJ Crew Cab
By this time the popularity of the Suzuki due to its price, performance, and reliability allowed it to be sold in the roughest countries in the world, and Suzuki responded by adding assembly factories in Spain and India to supplement the huge Hamamatsu factory in Japan.
SJ Long Wheelbase 4-door. Is this a Photoshop produced hoax, or was this available somewhere?
Until this time, Suzuki had never officially sold any of their 4x4s in the United States, but some 3000 or so SJ410s followed various unofficial paths into the U.S. With the success of the SJ series in over 100 countries around the world, they saw a huge market ready for such a vehicle. Suzuki took the SJ413 as the basis for what was to be called the Samurai and made the few important changes from the SJ413 listed above. Unfortunately it was only offered to the United States in short wheelbase convertible and hardtop versions.
Samurai Pickup
1985 was the year that the 1986 model year Samurai was released in America, and it was an instant hit. Starting at $6200 and fully loaded at $7500, many people simply could not resist it. Starting with a mere 1200 trucks imported per month, sales increased exponentially to 8000 vehicles per month and Suzuki quickly found themselves with 47,000 Samurais sold by the end of their first year. Not only was it the top-selling convertible in the United States, but it also captured the best first-year sales record of any Japanese car company.
Long Wheelbase 4-seat
Keeping in mind the success of the VW Bug, Suzuki planned to always revise - not change - the vehicle, therefore retaining its style and simplicity. The 1988.5 model-year brought the first significant changes to the Samurai. In an effort to improve the ride quality, softer springs and shocks were installed, while a larger front anti-sway bar was used to reduce body lean around corners.
86-88 Suzuki Samurai
The 5th gear ratio was reduced to improve highway performance, and a new aluminum radiator, a redesigned valve cover, and large transfer case U-joint flanges were used. The dash was totally redesigned from the round air vents to square ones with a better integration of the radio, a 4-spoke steering wheel replaced the previous 3-spoke design, more comfortable seats and rubber shifter knobs, new round-hole wheels and a slightly revised radiator grille summed up the visual changes.
1996: "Coily" Samurai
1996 coil-sprung Suzuki Samurai
For the rest of the world, 1996 brought the biggest changes for the SJ series. The new "Coily" Samurai was most easily identified from beneath, where the all-new coil springs suspended the same live axles, which now housed 3.909 gears instead of the 3.727s. The transfer case ratios were raised from 1.409 high to 1.320 high, and 2.268 low to 2.123 low.
1997 1.9 TDI leaf-sprung Suzuki Samurai Santana
A lot of attention was paid to making the Samurai a much more comfortable vehicle. Engine bay insulation, new transmission and body mounts, totally redesigned dashboard, steering wheel, doors, console, and front and rear seats along with additional luxury items, and of course the improved suspension, made it a much higher-class vehicle. Upgraded brakes, power steering, engine fan, ignition coil, clutch cable, and a new exhaust system squeeze out higher performance. Fuel and radiator capacities were increased slightly and chassis strength was improved though the use of additional bracing and side-impact beams.
Outside, a tough looking hood, fenders, grille, and bumpers smooth out the looks while recalling the style of the LJ series with the twin marker and turn signal lights on each front corner, making this the best-looking SJ series yet. Not all Suzuki factories switched to the coil sprung chassis with the 1996 redesign of the Samurai and not all factories installed the same engines. Japan still used the narrow-track 1.0-liter 550cc 12-valve turbo 3-cylinder, in addition to the updated 16-valve MPFI twin cam 1300.
1996 found a 2.0-liter Mazda turbo diesel inline four introduced to the Vitara destined for the Asian and Australian markets. The following year an intercooler was added to the engine, extracting 23% more power and 29% more torque to the already powerful, tractable engine and further increasing the diesel's fuel economy. For the European markets, the Santana and others factories installed a Peugeot 1.9-liter inter-cooled turbo diesel into the Samurai and the Vitara.
Veel mõned arvamused ja faktid:
http://www.suzukiclubuk.com/specs.html
http://www.ciao.co.uk/Suzuki_Samurai__Review_5332502
http://www.zukiworld.com/section_techni ... amurai.htm
http://en.wikipedia.org/wiki/Suzuki_Samurai
http://www.difflock.com/buyersguide/pas ... ical.shtml
www.autosafety.org/srr/ROLSUZ.pdf
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Lets talk about LAND ROVER's
Kristjan Vaarmann (+372)5010599 kristjan.vaarmann@landroverclub.ee
Land Rover'iga nakatatud aastast 1996, off-road spordis aastast 2003!
MTÜ Eesti Land Roveri Klubi
Lets talk about LAND ROVER's
Kristjan Vaarmann (+372)5010599 kristjan.vaarmann@landroverclub.ee
Land Rover'iga nakatatud aastast 1996, off-road spordis aastast 2003!
MTÜ Eesti Land Roveri Klubi
millegipärast sarnaneb autolehes olev väga Sinu avataril olevaga äh, mis kuulsaks - ju neil said teemad/autod otsa 
Tegelikult - sai lihtsalt vastava seltskonnaga koos napsutatud ja ilmselt see tekitas idee 
Huvitavatest masinatest offroad vallas võiks veelgi teemaks tulla. Hullu mudajutuga pole mõtet minna... aga tehnikast ja mõnest huvitavast heatahtlikust sündmusest annaks ehk raporteerida. Saaks seda va ofrõudindust lasta helgemas valguses kumada
Tegelikult - sai lihtsalt vastava seltskonnaga koos napsutatud ja ilmselt see tekitas idee Huvitavatest masinatest offroad vallas võiks veelgi teemaks tulla. Hullu mudajutuga pole mõtet minna... aga tehnikast ja mõnest huvitavast heatahtlikust sündmusest annaks ehk raporteerida. Saaks seda va ofrõudindust lasta helgemas valguses kumada
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Stupiduser
- Vintsmännide AÜ
- Postitusi: 1280
- Liitunud: K Veebr 19, 2003 6:25 pm