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I might be being dense here, but the distinction escapes me - how can there ever be an angle issue at one end and not the other? Isn't it just the severity of the angle that matters?

That seems sensible to me - I think that castor angle correction aside, the advantages offered by a DDC propshaft would more than offset any additional weight. Nice try, pulling the conversation back on topic :)

A fair question :)

Hmm, no heavier than the rear prop on a LWB, I'd have thought? Out of balance, the greater mass will stress the bearing, of course, but I can't see the weight doing it.

That good looking piece of kit presumably doesn't require the opposite flanges to be parallel with each other, nor in line with each other?

Then quite possibly the problem was that the dog that locks the diff was only partially engaged, and the shock load stripped engaged part of the dog splines?

Welcome! She's already a fine addition to the thread, and will be even better once she's ready for the road. :clapsmile

LOL! It takes a special kind of redneck to appreciate burgundy!

I like the look of the receiver mounted tray, in preference to something on the bonnet (hood). Land Rover Defenders and Series trucks are designed to have things (spare wheels) on the bonnet - the bonnet is really low in relation to the windscreen. Depending on the way your front/rear bumpers...

Don't know - I can't think of any reason a spacer would be more likely to come loose than the wheel. I'd use thread locker in any case, but just because people say that spacers come loose.

Although MuddyMudskipper's advice obviously applies to everyone, I don't think he was addressing you, TeriAnn :)

With the rear locked, and the centre diff unlocked, the total torque allowed to the rear axle will be limited to the equivalent of the weakest front wheel traction. While I agree this configuration will limit crab-walk compared to a locked rear and centre, it also generally provides less torque...

Interesting reason! I don't like the "solution" at all, but I can see the logic of the argument.

I'm curious - why particularly on steel wheels?

Hmm? Did anyone imply you weren't welcome to comment?

Personally, I think there's a lot to be said for that. Unless the terrain is likely to have significantly different traction conditions under the front and rear axles, or is undulating enough to lift a wheel enough to make it lose a lot of traction, then the CDL doesn't make much difference. In...

Hmm.. surely there is a wide enough variety of Land Rover types to make the discussion just as valid for the marque, as for 4x4 or even 4x2 vehicles in general? We have full-time 4WD versions, part time, with or without CDL, with or without ETC, with coils or leaves, as pickups, station-wagons...

I just re-read this and I think the see-saw is a brilliant way of describing it! That's precisely what the planet gear does to each of the side-gears in the diff - it pushes against the left one and right one equally, and rotates in the direction of the one that yields most easily.

I would imagine the Grizzly would act the same way, yes. My take on the side slope problem is that a locked diff induces a little bit of wheel-spin or wheel-skid due to the different paths taken by the wheels (even in a straight line, the ups and downs or tyre diameter differences will force...

Yes, that's my understanding too. Studs have been fine for load carrying on any size vehicle for the past 100 years, I can't see that changing. I think the move to hub-centric is to allow more precise centring of the wheel, and therefore better balance etc. (Also makes wheels easier to fit, I...