Thread: Defender 110 front diff pinion angle

No, they don't, at least on the pre-Defender 110, and I think on all Defenders as well. What they have is the front and rear universals on the front prop shaft at different phases, from memory, about two splines on the sliding joint (the shafts are marked on both sides of the spline joint), which is considered to sufficiently reduce the vibration.

Worth noting that the RR Classic, Disco 1, with basically the same power train and suspension, do have a double Cardan joint at the TC end. And in my view, that would be the way I would go in your case.

Worth noting that the RR Classic, Disco 1, with basically the same power train and suspension, do have a double Cardan joint at the TC end.

Arh, I don't think so? I have previously owned both of them, although a while ago, I don't recall seeing those, not unless they have been raised on the suspensions.

Neither of the D1s if played with have double cardon drive shafts.

I believe D2s have a DC joint at one end of the front shaft.

Tony

The D2 is the only one I know of that uses a double cardan, the others are single cardan at both ends.

A pretty nice and quite popular upgrade for a defender is swapping over to the D2 one, it would likely also work on the above mentioned vehicles.

I think you gain a little bit more theoretical drive angle when needed and a smoother drive line as a cardan joint is not CV. A double cardan is also not a true CV but it nearly is.

I'd go the double.

The flange on the TC is different between single and double cardan and needs to be swapped if swapping drive shafts.

Defenders, D1 and so far as I know the rangie classics all have about the same pitch up on the front diff, To aid in dive line vibration reduction the UJ's are offset (from memory) one spline if you have the coarse spline slip joints (factory) or 3 splines if you have one of the aftermarket propshafts with the fine spline slip joint.

Some D1s and rangies also have a harmonic counter weight bolted to the diff where the defenders can have the tie rod catch plate installed.

Late defender top option packs like the td4 tombraiders and the extremes have the DC as well.

All perenties run a standard UJ, I have a customer who wanted the shaft remade with the wide angle flanges and UJ's so far the only real benefit I've seen to the mod is its so much easier to get onto the heads of the fixings.

Originally Posted by Blknight.aus

Defenders, D1 and so far as I know the rangie classics all have about the same pitch up on the front diff, To aid in dive line vibration reduction the UJ's are offset (from memory) one spline if you have the coarse spline slip joints (factory) or 3 splines if you have one of the aftermarket propshafts with the fine spline slip joint.

Some D1s and rangies also have a harmonic counter weight bolted to the diff where the defenders can have the tie rod catch plate installed.

Late defender top option packs like the td4 tombraiders and the extremes have the DC as well.

All perenties run a standard UJ, I have a customer who wanted the shaft remade with the wide angle flanges and UJ's so far the only real benefit I've seen to the mod is its so much easier to get onto the heads of the fixings.

This Defender has the tie rod catch plate you mention, but the 17 degree up angle on the pinion angle seems unusual to me.

I know that on my '85 classic when it when it went to 4.6 and ZF needed the shaft rotated 1 spline to solve a severe vibration at 80km.

Thought I'd use Hardy-Spicer in Moorebank to make shafts, but any other recommendations for a vendor?

Originally Posted by Lotz-A-Landies

This Defender has the tie rod catch plate you mention, but the 17 degree up angle on the pinion angle seems unusual to me.

I know that on my '85 classic when it when it went to 4.6 and ZF needed the shaft rotated 1 spline to solve a severe vibration at 80km.

Thought I'd use Hardy-Spicer in Moorebank to make shafts, but any other recommendations for a vendor?

not up your way, I use melbourne driveshafts exclusively when in melbourne.

I have been meaning to have a discussion with them about converting a front shaft to a pair of CV's on modified flanges to see how that goes.

As I recall all the fronts axles on coiled beam axles are tilted up pretty sure in a fireplace discussion about it it was to do with both the clearance for the tie rod (which used to be in front for the leafers) and reducing the running angle of the UJ's on the front end.

Originally Posted by Lotz-A-Landies

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Sitting on the ground with engine transmission installed, the rear transmission-diff flange angles are all parallel (vertical). When measuring the front the LT230 output shaft has the same angle as the rear assemblies, but the diff flange angle has a 17 degree difference.

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If what you mean is that the snout of the diff is pointing too much towards the ground be aware that the fitting of caster correction bushes will cause similar.

DL