About Suzuki Jimny

Looking to the treatment of the Fiat passenger takes an advantage whenever Panda are all five-door, while the Suzuki Jimny conforms to three hits. The third door is actually a gate through which it reaches its minimum trunk, opening 'clockwise' endemic car designed in countries where the steering wheel is on the right and in a two-way, requires no handling cargo at the curb, but next to traffic. With only two side doors to access the rear seats in the Suzuki Jimny is better for the passenger side to the driver's seat because it allows only lower the backrest, while another runs the component the unison to operate the corresponding lever, leaving a large gap.

His "collected" body size, how well is to park in small spaces or even to display agile in very narrow spaces turn, leads to other limitations, however much it might not necessarily be so. The most significant in the Suzuki is that for large drivers, the longitudinal travel of the seat is very small, often insufficient to make the required distance of pedals and steering wheel, also no regulation for the ring or bench height, which is about 32 cm of soil, so that rather than adapt the driving position to suit who drives just the opposite usually happens.

In addition, change management does not help make things easy: it is slow and hard. Panda in the picture is more encouraging because there is more space and more regulations, including wheel (move an inch) in height or sidewalk.  Of not having him in the Fiat's desire to expand the capacity of the trunk is the simultaneous removal of the two rear seats, as the backrest is all one. By leaving the underside tilted forwards metal becomes prolongation to another level of the rest of the luggage compartment floor, a very common solution between cars and some utility citizens.

Although many aspects that unite Panda 4x4 Suzuki Jimny belong to different worlds. The Fiat is a self-supporting chassis tourism in which the body itself is its skeleton. Its four wheels are driven through now, rather than a viscous coupling as the Panda 4x4 used prior to 2010, to a multi-plate clutch running faster and controlled electronically. Under normal grip is the front axle receives the nearly full torque that the motor attempts, as it becomes more slippery hellfire can be provided an increasing torque to the rear wheels. These may come to receive 100 percent without any action mediates the driver to get it.

In Suzuki Jimny, however, its structure is similar to that of a traditional off-road; a staircase-shaped chassis base makes those screws onto the body. Drive is to the rear wheels, while the driver can, pressing a button and if the speed is below 100 km / h and the steering is straight, connecting those front axle. Both are so supportive, getting the same pairs each, so this change should only be done if the firm motor is sliding because there is no center differential.

If the situation worsens and what we need is the maximum engine power at low speeds, then the Suzuki still has an ace up its sleeve, and one of the keys to be as effective in very steep terrain, much as they are just cars that multiply the price of three: the gearbox. -L 4WD mode can only be activated with the car stationary and neutral or the clutch pedal depressed and provides five marches ultra short: it just gives the fifth to reach 80 km / h racing the engine. Beyond a very quick acceleration to that speed, something anecdotal, so what is this reductive is to address barriers very slowly because it halves the normal development of each gear. The Suzuki Jimny is in these circumstances the only limitation to progress when one wheel on each axle loses traction (a cross of bridges, for example), then you can miss a locking rear differential obloqueable mechanically.