Thread: Different size spare wheel

That size difference will cause problems.

Scott

You could try squeeze a 265 65 18 H/T road tyre under instead. Would at least be easier to squeeze the sidewall into position as you will struggle a lot with a BFG.

Would also cost half as much (under $200).

As Scott says, no, in fact i'd be ordering a tow truck instead of fitting that tyre, even temporarily. Not worth the risk.

Other option is Rear Wheel Carrier, which is what most people fit.

Apart from sending the traction and stability controls into the tizzy's it's actually illegal to have a different rim/tyre on the same axle. If you still have the 19's and the tyres are OK do what we do which is swap the 4WD rims out and put the OE rim and tyre back on the car for bitumen travel.

Rob

Definitely a bad idea.

Originally Posted by Sjcunn

G’day,

I know they differ in size, I will not be 4x4ing. Since the D4 doesn’t have solid diffs, I assume it will only be a problem if putting vehicle in “diff lock”

Cheers TIA

This is why you don't realise why it's such a big deal. A D3/D4 is never in 2WD, therefor even driving on road, you'll destroy the transfer case.

They are a full time 50/50 split 4WD, which is why you have no user selectable 4WD/2WD system.

"The DD295 transfer box is a full time, permanent four-wheel-drive unit, with 50/50 torque distribution to the front and rear driveshafts. The unit is manufactured by Magna Steyr Powertrain in Graz, Austria and supports the following features:

• Permanent four-wheel-drive with a bevel gear centre differential, providing a 50:50 torque split
• Selectable high and low range for optimum on-road and off-road performance
• Two-speed, fully synchronized 'shift-on-the-move' system allows the driver to change the range without having to stop the vehicle
• Electronically controlled multi-plate clutch providing a centre differential lock and torque biasing function to give improved traction performance and vehicle dynamic stability.

A strategy, to electronically control the centre differential multi plate clutch assembly, has been developed to provide:

• a pre-loading function, increasing locking torque with increased driving torque
• a slip controller to increase locking torque under off-road conditions and decrease locking torque for optimum comfort, e.g. parking.

The unit is located under the vehicle and is mounted on the cross-member, behind the transmission. The unit is identical for all engine derivatives.

The transfer box receives a torque input from the transmission output shaft, which is passed through the unit to two outputs for the front and rear drive shafts.

The input torque is equally distributed via a bevel gear type differential. In order to provide an optimal torque distribution to each wheel in all driving conditions, the unit is equipped with an electronically controlled locking and torque-biasing device. This device detects wheel slip via various vehicle system inputs to the transfer box control module and locks the differential accordingly. The locking torque is applied through a multi-plate clutch assembly.

A planetary gear set, located in the differential assembly, allows the driver to select high or low range whilst driving, this is known as 'shift on the move'. When in low range, the planetary gear set provides a ratio of 2.93:1, which gives the vehicle an extremely low crawl speed for off road driving and trailer towing. High range is a direct drive from the transmission output shaft and provides a 1:1 ratio.

Both the centre differential locking and biasing and the 'shift on the move' features are actuated via a DC transfer box motor, which is controlled by the transfer box control module, via a Pulse Width Modulation (PWM) signal."