Overland Journal: 1995 Range Rover Classic

[Humvette]

Man the RRC are really growing on me!

 

[Kgh]

They are better than Land Cruisers in many ways, but fit, finish, reliability and component quality is not one of them. .

Admitting you have a problem is the first step I cannot be the only one who read that and re-read that at laughed at the accuracy. Fit, finish, reliability, and component quality are one reason we buy autos. The other is if they have a green oval badge, then all else is irrelevant

Great Rangie, will enjoy watching the progress.

(Anyone see commercial potential in a new film, "Being Scott Brady"?)

Just saw this on auction site:http://www.ebay.com/itm/Land-Rover-...3d36fc031&item=291310125105&pt=US_Cars_Trucks

 

[Scott Brady]

The restoration continues. New fog lights installed and a few rare trim pieces ordered. Still looking for a grey load area cover.

For a 20 year old vehicle, it is a pleasure to drive and with the new winter all-terrains, impressive in the snow. Even took it to Broken Arrow in Sedona and it climbed the snowy slick rock like a champ. Relatively shallow snow and a narrow tire helped. The factory traction control was also a pleasant surprise, helping through a cross-axle section.

The only big project on the horizon is a complete replacement of the exhaust system with a factory-correct unit and new O2 sensors, etc. Love this RRC more each time I drive it.

 

[Mack73]

Scott I would love to hear you comments on the DI vs RRC for DD/light offroading (if you haven't already typed it up). With both of them being essentially the same truck under the skin (minus the transfer case) I wonder if they truly "feel" any different

 

[Scott Brady]

Comparing stock vehicles, the RRC has a few advantages. As a DD, the material quality is better in many areas, like the leather, carpet, etc., so it is a bit more durable. Sound deadening is better, and the seats more comfortable. The rear seats on the LWB are limo-level.

On the trail, the 1995 LWB also has several advantages. I prefer the 108" wheelbase, and the RRC will take a 235/85 with no trimming. If the air suspension is working, that is a big advantage, allowing instant increase in ground clearance. The rear traction control is also a real advantage, as the DI has no traction aids.

That is my unbiased review, given that I own both a '95 RRC and DI. This is also not to take away my love for the DI, as they can be found is far simpler trim and even with a 5-speed. They are both awesome and worth owning!

 

[TheViking]

Looks great in the snow you should make that your Christmas card for 2015

 

[roverandom]

Not sure why you are planning a rear TT? I've found the factory ABS based Traction control to be far superior to the TT. Especially seeing as this is to be mostly a pavement princess.

I bought my almost mint, low mileage, stock swb RRC back when they were cheap off roaders and proceeded to modify and wheel the snot out of it. With this car I've had a ton of fun and made some great memories. Seeing your nice stock Classic almost makes me feel bad that I "ruined" mine.........almost.

Fit and finish and component quality was actually drastically improved because of the "fussy Americans" for the 1987 model year when it first went on sale in North America. Earlier ROW spec units hadn't seen any real improvement since 1970. So stop whining lol.

 

[Scott Brady]

Not sure why you are planning a rear TT? I've found the factory ABS based Traction control to be far superior to the TT. Especially seeing as this is to be mostly a pavement princess.

The TT compliments the TC, and is a mechanical traction aid, should the TC fail. It is the perfect solution for a project like this.

 

[greenbull]

She is a beauty! I have had my 95 swb for seven years, and aptly named Phoenix, having risen from the ashes 1/2 dozen times, or more. Start accumulating parts, as they are getting harder to find and the plastic ones get brittle after 20 years... There is a reason they call it a Classic!

 

[ZG]

The rear seats on the LWB are limo-level.
They are both awesome and worth owning!

Preach it! +1

 

[roverandom]

The TT compliments the TC, and is a mechanical traction aid, should the TC fail. It is the perfect solution for a project like this.

Not really. A TT will kick in when the wheel speed difference is about 1.5 times. Factory TC will kick in long before that making the TT totally redundant. You have a valid point about backup incase the TC ever fails, but if your driving in areas that it is critical that a rear traction aid of some sort must be available I would go with a selectable locker like an ARB or Ashcroft.

It's a bit like a man with a wooden leg chopping off his good leg so he can "upgrade" it to a metal one.

Put the TT in the front, leave the rear alone and you will see far more improvement over doubling up on traction aids in the rear axle.

 

[David Harris]

Not really. A TT will kick in when the wheel speed difference is about 1.5 times. Factory TC will kick in long before that making the TT totally redundant. You have a valid point about backup incase the TC ever fails, but if your driving in areas that it is critical that a rear traction aid of some sort must be available I would go with a selectable locker like an ARB or Ashcroft.

It's a bit like a man with a wooden leg chopping off his good leg so he can "upgrade" it to a metal one.

Put the TT in the front, leave the rear alone and you will see far more improvement over doubling up on traction aids in the rear axle.

Truetrac works very well with the traction control because the TC will force the TT to bias, essentially doing the same thing as left foot braking but automatically. Then there is diff strength. The Truetrac is very strong and solves the weakness of the stock two-pinion diffs which TC can be hard on over time. A really great combo in a Range Rover would be Truetracs front and rear with the Borg Warner transfer case which suits the RRC better than the LT230, locks up just as well off road and has the advantage of allowing continuous shifting of torque front and rear as conditions demand, which the LT230 can't. This makes a huge difference at speed on loose surfaces like dirt, sand, ice and snow, where the continuous lock of the LT230 will actually be a liability compared to the Borg Warner. Far too many rip BW's out for financial reasons or because they just don't understand their advantages over the LT230. The only real disadvantage to the BW is that the viscous coupling should be replaced every 100K for reliability. A spare is easy to carry and fit in the field if necessary though.

BTW: An alternative to the Truetrac is the Ashcroft ATB diff. There is even a version of this to install in place of the diff lock in an LT230, giving torque biasing or manual locking as required. The best of both worlds.

 

[Scott Brady]

Not really. A TT will kick in when the wheel speed difference is about 1.5 times. Factory TC will kick in long before that making the TT totally redundant.

Your assumption is incorrect. The functions are different, yet complimentary. The TC utilizes brake biasing, which increases TT mechanical biasing and overall system effectiveness. Brake biasing by nature is less efficient than mechanical biasing. Effectiveness with the TT and TC improves. Effectiveness is not redundant as you suggest.

I already have a bunch of trucks with driver-selectable lockers. A TT is perfect for this application and intended use. . .

 

[ZG]

Truetrac works very well with the traction control because the TC will force the TT to bias, essentially doing the same thing as left foot braking but automatically. Then there is diff strength. The Truetrac is very strong and solves the weakness of the stock two-pinion diffs which TC can be hard on over time. A really great combo in a Range Rover would be Truetracs front and rear with the Borg Warner transfer case which suits the RRC better than the LT230, locks up just as well off road and has the advantage of allowing continuous shifting of torque front and rear as conditions demand, which the LT230 can't. This makes a huge difference at speed on loose surfaces like dirt, sand, ice and snow, where the continuous lock of the LT230 will actually be a liability compared to the Borg Warner. Far too many rip BW's out for financial reasons or because they just don't understand their advantages over the LT230. The only real disadvantage to the BW is that the viscous coupling should be replaced every 100K for reliability. A spare is easy to carry and fit in the field if necessary though.

BTW: An alternative to the Truetrac is the Ashcroft ATB diff. There is even a version of this to install in place of the diff lock in an LT230, giving torque biasing or manual locking as required. The best of both worlds.

Excellent explanation, and 100% correct. T/C with T/Ts is an amazing combination that will get you through some of the worst situations, and be almost completely unnoticed while driving normally.

 

[roverandom]

Yes, and it would seem the case but long ago I followed the advise of others and run this exact combo in a RRC and found it pretty much useless. Much better to put the TT in the front or put a real locker in the rear. Or just run stock. For what you want to use it for I'm sure that you won't really need anything anyway.

Or try it. Maybe it's just my driving style that made it unsatisfactory.