LR Range Rover MK III
- Thread starter lexwoody
- Start date
If I was to find a model with a locking rear diff. Does it locks automatic or manual with a press of a button?
SeaRubi
Explorer
It depends on which "terrain response" mode is selected on the dial indicator. There's a "rocks" position on the dial which will engage it. I'm not sure about the other modes ... hopefully someone who actually has one can comment :elkgrin:
I haven't been able to find any technical specifications for the drivetrain on the LR3 or MkIII rangies beyond the usual consumer crap. A real spec sheet would be nice - as in gear ratios of the transmission, transfer-case, what gearsets are used, chain-driven? diff-lock type? etc. etc.
I've also been wondering about the CV joints used in the independently sprung axles. There should be 8 of them, if I'm not mistaken? What size are they ... spline count? diameter? material - etc. there just doesn't seem to be any real information on 'em.
nwoods
Expedition Leader
On the LR3/RRS, the rear locker is variable, and electronically controlled by the computer. As you said, other than dialing a mode that will allow Locker activation, you can't really force it to engage. But then, after considerable experience off road with them, I have not seen a scenario when the locker was or was not engaged ineffectively.
I am much less familiar with the FFRR MkIII, but I assume it is very similar. I posted the technical document about the theory and operation of the Terrain Response System on my site:
http://www.nextstepdesigns.com/docs/lr3/Terrain_Response_Paper-Official.pdf
You are correct, there are 8 CV's, two per halfshaft. I have all the ratios, spline info, diameters, alloys, etc...somewhere on one of my old hard drives. it was difficult to obtain, and would be difficult to access and share now. I would really only be willing to make the effort if you were going to fabricate something, and I were the recipient
I am much less familiar with the FFRR MkIII, but I assume it is very similar. I posted the technical document about the theory and operation of the Terrain Response System on my site:
http://www.nextstepdesigns.com/docs/lr3/Terrain_Response_Paper-Official.pdf
You are correct, there are 8 CV's, two per halfshaft. I have all the ratios, spline info, diameters, alloys, etc...somewhere on one of my old hard drives. it was difficult to obtain, and would be difficult to access and share now. I would really only be willing to make the effort if you were going to fabricate something, and I were the recipient
SeaRubi
Explorer
You are correct, there are 8 CV's, two per halfshaft. I have all the ratios, spline info, diameters, alloys, etc...somewhere on one of my old hard drives. it was difficult to obtain, and would be difficult to access and share now. I would really only be willing to make the effort if you were going to fabricate something, and I were the recipient
Maybe you can answer one burning question from memory ... are they wimpy? :088:
thanks for the link. I'm not a fabricator, unfortunately ... just a guy who gets a lot of crazy ideas.
nwoods
Expedition Leader
The MkIII had front diff issues. I'm not sure what all was involved, but there was a recall and I believe it's addressed.
The LR3/RRS (same platform) CV's are remarkably stout. I have only heard of 3 failures. All of them similar in nature, where the owner was in Super Extended mode (+5" above norm ride height), Steering wheel was turned hard over, and throttle was floored. Pretty much a receipe for disaster in any vehicle. There is one other documented case where something really bad happened to an owner just going down a street, like the entire underpinnings were ripped out, perhaps by a pothole, but it did not appear to be related to the CV's.
I monitor (or did), a stupidly large number of LR3 related discussion forums, and that is all I ever heard about. I see more axle breaking threads in a single day on any Jeep forum
The LR3/RRS (same platform) CV's are remarkably stout. I have only heard of 3 failures. All of them similar in nature, where the owner was in Super Extended mode (+5" above norm ride height), Steering wheel was turned hard over, and throttle was floored. Pretty much a receipe for disaster in any vehicle. There is one other documented case where something really bad happened to an owner just going down a street, like the entire underpinnings were ripped out, perhaps by a pothole, but it did not appear to be related to the CV's.
I monitor (or did), a stupidly large number of LR3 related discussion forums, and that is all I ever heard about. I see more axle breaking threads in a single day on any Jeep forum
ini88
Adventurer
nwoods is right. I was in an LR3 with a rear locker and it only came on when needed. With that being said the CDL only locked too when it needed when we were wheeling it. And sometimes just the rear locker would engage while the CDL wasn't locked. These cars are smart and know what to lock when they need to lock it.
I think the RR is the same as the LR3/RRS in the way the rear locker works. Its nice to have but the traction control is very nice too.
I have been looking for an LR3 with locker or an 07 RR with a locker. prices range and all over and the 07 RR being the most expensive. The SC RR is nice, but I wouldn't want to wheel it being the ground clearance is the least of the 3 models and the airbox is positioned a lot lower (don't suck in water!)
I think the RR is the same as the LR3/RRS in the way the rear locker works. Its nice to have but the traction control is very nice too.
I have been looking for an LR3 with locker or an 07 RR with a locker. prices range and all over and the 07 RR being the most expensive. The SC RR is nice, but I wouldn't want to wheel it being the ground clearance is the least of the 3 models and the airbox is positioned a lot lower (don't suck in water!)
I took an afternoon at the LR Experience Biltmore back when the LR3 first came out and seem to recall being told by the instructor (and noticed in practice) that the rear locker only engages when the steering wheel is centered, in addition to the magical "needed times" noted above. Makes sense for some slippery off-camber situations, but I'd still rather have the option to activate it myself.