Thread: DEFENDER DRIVERS

sounds like a good idea...i already got a bent one.



.....waitng patiently to find out more about them.

pm me for phone numbers or email andyload@bigpond.com

Originally posted by aloa9061
hey guys,
I'm having some custom rear trailing arms made up. the standard lr ones are useless once you look at lockers, muddies etc. one hit and presto you spend 8hrs on a hill (so i've heard :wink: )

Hi Andy,

I'd be very interested in your findings .. as I was involved in a recent incident with a mate's discovery. He has a locker in the back and for some reason had an older rangie trailing arm fitted to a highly modified series I Disco. He was aware of the arm but didn't think to change it. The terrain was by no means challenging he was just mucking around with the difflocker. Any case the pictures tell the tale. Like you said .. we spent 8 hours that day recovering and sorting out the issue. In the end the only major loss was the arm and a bent drive shaft.


*note the difference in the trailing arm diameter






*the result .. 8O

P.S: Please respect the copyright on the pics.

As they say a picture is worth a thousand words. Most 4WD owners have diff-locks on their wishlist, this begs a question to the experts 'what are the ramifications of fitting difflocks'.
With maxidrive they already supply stronger axles, but what other components are tested/placed under additional stress when the diff(s) are locked. Obviously the trailing arms for one. The other driveline bits (gearbox, propshafts and unijoints) would be a fair guess. There is probably a formula around somewhere to determine what might break first. Hopefully some valuable info will become available for people to consider when fitting difflocks. :? :?

hmmm.... I know this car

LRH

Originally posted by maggsie
As they say a picture is worth a thousand words. Most 4WD owners have diff-locks on their wishlist, this begs a question to the experts 'what are the ramifications of fitting difflocks'.
With maxidrive they already supply stronger axles, but what other components are tested/placed under additional stress when the diff(s) are locked. Obviously the trailing arms for one. The other driveline bits (gearbox, propshafts and unijoints) would be a fair guess. There is probably a formula around somewhere to determine what might break first. Hopefully some valuable info will become available for people to consider when fitting difflocks. :? :?

That is a very sound question.

The vehicle is a system of interconnected parts. As in an electrical system there should be a fuse which is a readily and inexpensively replaced component. The "fuse' gives when the system is overloaded and before the main parts are damaged. Axles fit into this category.

We upgrade bits and move the problem "upstream".

A total engineered solution where all components in the system are considered is required. This is beyond my abilities.

"Zen and the art of Land Rover Modification"

Henry.

the difference in the trailing arm diameter is significant 8O

In fact I was looking for it and didn't recognise that the bent bit was it.

Looks much less than standard and I would think the prime suspect.

Sloppy. He owes you lot an apology for this.

Originally posted by one_iota
Henry.

the difference in the trailing arm diameter is significant 8O

In fact I was looking for it and didn't recognise that the bent bit was it.

Looks much less than standard and I would think the prime suspect.

Sloppy. He owes you lot an apology for this.

Yes, he was also aware of the issue but I must agree .. the terrain was really not anything to worry about but in hindsight .. rolling back off a kerb with the locker engaged might have done the same thing.

He took the arm to a landy specialist and they reckon it is an arm off an older rangie. Don't ask me how it got on there ... but he did buy it like that. Any case ... I can expect a few beers coming my way [img]style_emoticons/<#EMO_DIR#>/biggrin.gif[/img]