Freelander - constant4x4?????

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Originally Posted by beforethevision

My suspicion is that the LH drive shaft goes up the guts of the input shaft, meeting the differential in the right of the IRD. Which would result in...

https://www.aulro.com/afvb/

Cheers!

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You are correct -1. is the main drive shaft that takes drive from the gearbox to the rear drive and to the front differential. This drive shaft is hollow. Drive from the front diff goes directly out to the drivers front wheel. But for the left front comes from the diff via 9 (intermediate shaft) which runs through the middle of the main drive shaft 1. into the gearbox where it connects to another shaft to take power to the front left wheel through the gearbox - I assume in the middle of the gearbox output shaft and connects onto to left drive shaft.

I am not sure your red lines in the bottom right of the IRD (Just above the .5331:1 ) is correct as the diagram does no show gears in that area and I have a suspicion the rear PTO grears do not interact with the front diff - but them who knows.

A lot of the mystery with the IRD is that drive for the front and gear is taken from at different points and at different points in the gearing. Unlike a traditional tfr case where drive to the front and rear is taken from the same point on the reduction process.

Garry

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Originally Posted by SuperMono

Well that throws one of my theories out the window on the gearing differences between the V6 and the TD4.
RAVE lists a Final Drive Ratio of 3.66 (V6) and 2.91 (TD4),

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Well when I said ALL FL1S had a rear diff ration of 3.whatever - I wasn't counting the V6:o just the 1.8, L series and TD4 manual and auto - I have no info on the V6:( but I would assume it has the later updated strengthened diff of the same ratios.

Garry

Would be good to find out someway to replace the vcu with some sort of device to engage 4x4 when required . And 2x4 when not req. I have burnt out my brain trying to figure it out. Any ideas . Al

A simply dog clutch like a series landy has would do it - some more modern cars use a series of clutches - not hard to do really.

Garry

Wouldn't actually be hard as the VCU is in the middle of the car and very accessible, but I don't see the point.
The VCU works ok as it is in my experience so far, combined with the TCS it is effective at providing drive when required.

But you wanted suggestions.
1: An air operated multiplate clutch (as used in industrial drive systems).
2: Dog clutch system (used in boats for prop drives).
3: A manual system of plates and bolts.
4: A welder and a grinder :)

Actually a more thoughtful version of 3&4 might have some use, a bit like a diff lock. A modified VCU you could manually lock up relatively easily, positive drive to the rear wheels at even very low speed on slippery surfaces.

So maybe you did have a point :clap2:

Just put a cdl out of a D1 in a piece of welded up pipe with a couple of bearings at each end and off you go :D

Have thought of several ways ie dog box , eddy current clutch , doctor the vcu , but am stuck with what would happen to wind up , Wheel slip may be enough to eleviate wind up in sand etc to protect ird and diff .

Got a basic l series xide with no tc etc, Only use it for shops, fishing , too good to sell and would get nothing for it anyway so, may as well keep it !

Al

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Originally Posted by garrycol

Just put a cdl out of a D1 in a piece of welded up pipe with a couple of bearings at each end and off you go :D

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Garry , Whats a cdl , d1 ??:confused: Al

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Originally Posted by landy63

Garry , Whats a cdl , d1 ??:confused: Al

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Sorry - CDL - Center Diff Lock - the majority of early Range Rovers and Discoverys and all D1 (the first series of Discoverys) have a constant 4wd system that provides constant drive to the front wheels via a center differential and as such like all diffs has the problem that it provides drive to the wheels with the least traction. To get around this problem a manual center diff lock (CDL) is fitted that can be activated when offroad to lock the diff - when like this the vehicle is like an early series landie in 4wd. The CDL mechanism in a discovery is a relativly small item that if installed in a suitable casing with drive in and out could in theory make the Freelander AWD vehicle in all drive circumstances (like a Discovery) with locked drive available when offroad.

Why are you concerned about the viscous coupling in your Freelander. For what it is, it works well. Simply put - when all wheels have the same level of traction - (on road or off) the VC is unlocked and there is no four wheel drive - the Freelander is front wheel drive - as soon as the front wheels slip they turn faster than the rears and the VCU detects this and locks and provides drive to the rear as well - this rarely happens onroad but obviously happens a bit offroad where the VC is locked and windup is not an issue as the VC constantly disengages but you also have wheel slip on the loose surfaces to take the windup out - just like a normal landie in 4wd.

Problems occur in the freelander when the VC fails at the end of its serviceable life and locks up causing windup - not a problem on the dirt but is on the road - is the same as driving a normal landie in 4wd on the tarmac - something has eventually got to give. Fortunately the VC does not just fail instantaneously - it gradually gives up the ghost - so if it is checked regularly and you look for the symptoms it can be detected before damage it done to other driveline components.

Cheers

Garry

Thanks mate , think my vcu is locked , done the the chalk test and went for a drive + plenty of movements on full lock in both directions , and chalk marks have not moved. Will jack it up in morning and chack using wheel nut . Al