The Galloper chassis with independent suspension on torsion bars at the front and a rigid bridge on coil springs at the rear corresponds to the Pajero structurally. Thanks to the wide tyres with good grip, you can negotiate corners at a fairly high speed, but at maximum load it is not always possible to control the car well: Galloper willingly lifts one of the inner wheels in relation to the bend.
With the trailer this problem does not occur, because the corner speeds are then lower. Galloper then sticks to the track and does not arouse a feeling of uncertainty. Torsion-resistant frame without sensations transfers the weight of a large trailer and even an excessively heavy drawbar load; in no way inferior in this case To Pajero. Brakes can also be satisfying (if we treat ourselves to ABS) and stability. During the test, the swaying did not reach a critical limit or with a three-ton transport trailer, or with a 1300-kilogram caravan. Only at a lot too low air pressure in the rear wheels (below 1,6 only) the back is too soft and behaves with little precision.
Torque also taken from the old Pajero 2.5-liter engine with a vortex chamber has been strengthened: now has noteworthy 252 Nm at only 1700 revolutions per minute. In this way, the motor pulls well from low speeds. About this, however,, that the injection tuning approached the soot limit, to put it mildly, dark clouds testify, coming out at full load from the exhaust pipe. A receipt for such generous fuel profligacy is received at a gas station. In the standard measurement cycle, the "Korean" has already absorbed with a flat transport trailer on hard tires 15,3 liter, and the wind-catching caravan increased consumption to over 17 liters. Such a result is not achieved in similar conditions even by Mercedes 300 TD.
However, during a relaxing ride, the four-cylinder machine with a leveling shaft is very pleasant. The usual delay in the operation of the turbocharger in diesel does not occur, pressing the right pedal results in immediate acceleration. In this way, Galloper has good performance not only during acceleration, inspires our trust with great flexibility. The strong impression is additionally supported by an extremely short final gear ratio. Thanks to this, the gear lever, moving over long distances, can stay in position "5" even in hilly terrain. Starting on a hill is also trouble-free; the engine cannot be easily suffocated, and the clutch returns quickly to its initial state after overheating. That's good, because the reduction can only be used if necessary on a paved surface; it works only with rigid all-wheel drive, which causes overloads in corners. And due to the lack of synchronization, it can only be turned on at a standstill. You also have to stop to turn on the all-wheel drive, because Galloper is equipped with automatic one-way hubs used in the past.
If someone can live with such trifles, the importance of which in everyday life everyone must judge for himself, this one gets in the form of a Galloper almost unbeatably cheap vehicle, which is not overloaded even by a heavy trailer.
Specifications:
Engine – Four-cylinder in-line diesel engine (vortex chamber) placed longitudinally at the front, overhead camshaft (toothed belt drive), two valves per cylinder, split-junction injection pump, diesel turbocharging, charging air cooler, flue gas return Discharge Displacement 2.476 cm3
Diameter x Stroke 91,1 x 95,0 mm
Compression ratio 21,0:1
Power 73 kW / 99 KM at 4.000 obr./min.
Max. torque 252 Nm at 1.700 obr./min.
Oil quantity 6,5 liter
Generator 12 V/910 W
2V battery / 88Ah
Rear-wheel drive, front drive attached at standstill (automatic one-way hub), differential final drive (60%) behind a 5-speed manual gearbox (without synchronization, switched on at a standstill.
Translate: 1:3,918; 11:2,261; 111:1,395; IV:1,00; V:0,829; R:3,925; axle drive:4,875; Gearbox Transfer High:1,00; Low:1,925; effective value of the off-road gearbox: 1,925
Wheelbase 2.695 mm
Front / rear track 1.435/1.450 mm
Height of the unloaded trailer clutch 475 mm Bracket outreach (to the center of the clutch ball) 1.135 mm Weight of the trailer braked / unbraked 3.000/750 kg
Weight on the bracket 120 kg
Permissible rear axle load 1.655 kg
Rear axle load without load 1.120 kg
Reduction possible without rigid power transmission no
Attach / switching off when stationary / at a standstill
Maximum reduction ratio 36,77:1
Hill climbing ability 400 kg load, 1300 kg
trailer load on l / low 70,2%
400 kg load, 1300 kg
trailer load at I / High 36,5%
full load, 3.000 kg
trailer load on l / low 47,0%
full load, 3.000 kg
trailer load at I / High 24,4%
Independent front suspension on double wishbones and torsion bars, stabilizer.
Behind: rigid bridge on two longitudinal wishbones, Panhard rod, coil springs, stabilizer.
Disc brakes at the front (internal ventilation), drum brakes at the rear, ABS, handbrake for rear wheels.
Ball steering gear (with assistance), steering wheel diameter 375 mm, 3,75 trading.
