300bhp/ton
Well-Known Member
Well no...
Nodge68
Well-Known Member
Agreed, but an automatic FL1 pretty much overcomes that issue.
Lower than a D1/2 under the body yes, but there's no diff case in the middle of the axle, unlike the D1/2, which means a they can still get stuck on the diff case, which is lower than the body of the FL1.
The FL1 has a longer wheel base, and is lower as standard, so the breakover angle is less. However as the body is shorter, and the wheel base is longer, the approach angle is much the same, and the departure angle is better, simply because the D1/2 has an overhanging ass end.
The FL1 is also lighter, wider and lower, all of which help in tricky off road sections.
My mates D2 couldn't go where my FL1 would, simply because his was too big, to tall, too wallowing, and didn't have nearly enough traction for its weight.
I never said it was.
I clearly said it's a torque biasing diff, which is better on a light vehicle, as it will drive the wheel with the most grip, and also help prevent tyres breaking away.
300bhp/ton
Well-Known Member
Well, still a No I'm afraid. Else why does LR and every other car maker offer low range on their automatic vehicles...
Point is mute when the op says they have a manual anyway.
FL1 as much less clearance stock for stock. Diff pan has a very small surface area and in most cases is unlikely to cause an issue. Or put it this way, hugely unlikely that you'll be hung up on the diffs while an FL1 isn't grounding.
Tiny stock tyres mean the FL1 will likely dig it nose into the dirt far more often. Been there done it. Shape of the body and where it sticks out makes a big difference too. Yes the D2 has a long rear overhang and it will hit, but generally causes few problems other than being felt in the cab.The FL1 has a longer wheel base, and is lower as standard, so the breakover angle is less. However as the body is shorter, and the wheel base is longer, the approach angle is much the same, and the departure angle is better, simply because the D1/2 has an overhanging ass end.
The FL1 is also lighter, wider and lower, all of which help in tricky off road sections.
Sorry just don't really believe it. Suspect tyres or more likely driver being the real issue. I do lots and lots of trialling and off roading. And have driven 80" coiler CCV motors, leafers to competing in my p38 Range Rover. Several FL1's driven over the years and own one currently. They are leagues apart in outright ability, but more importantly easy of deployment and use when off road. The FL1 will be bashing bodywork and underside into things, with wheels very high in the air. All while travelling at speeds much higher than you really want, in a far less controlled or composed manner.
For a crossover SUV the Freelander is capable off road, esp in snow, sand, wet grass. But on technical terrain it is heavily lacking in native ability.
Umm...
GrumpyGel
Well-Known Member
Have to say, its horses for courses and it depends what off roading you are doing.
Stock, the D1 must be better when rock crawling with the extra power and low range - you just can't get over that.
The D2 was knackered by removing the locking center diff - a totally stupid move by LR. Some **** thought the ABS/TC/HDC could replace it
However in about all other environments the practicality of the Freelander's VCU trumps the D1's manual locking diff. No stopping/starting, faffing around with levers or putting undue stress on the transmission - just point and go.
The D1 does have better visibility of where you're going which definitely helps and gives confidence.
The ultimate though must be a late classic or P38 RR with its power, low range and viscous activated center diff lock. Never driven one, but on paper it would appear to give the best of what I see in both D1 and Freelander. But then if its also your daily driver as well as off road fun truck, it'll cost many times a Freelander fueling and maintaining it
Stock, the D1 must be better when rock crawling with the extra power and low range - you just can't get over that.
The D2 was knackered by removing the locking center diff - a totally stupid move by LR. Some **** thought the ABS/TC/HDC could replace it
However in about all other environments the practicality of the Freelander's VCU trumps the D1's manual locking diff. No stopping/starting, faffing around with levers or putting undue stress on the transmission - just point and go.
The D1 does have better visibility of where you're going which definitely helps and gives confidence.
The ultimate though must be a late classic or P38 RR with its power, low range and viscous activated center diff lock. Never driven one, but on paper it would appear to give the best of what I see in both D1 and Freelander. But then if its also your daily driver as well as off road fun truck, it'll cost many times a Freelander fueling and maintaining it
