.2020 MEGA Propshaft info

Description

For those looking for our strongest propshafts we have our 2020 MEGA props.

Engines today can produce much greater power and torque, especially once tuned, with upgrades in Differential, Axle and Gearbox strengths and with large diameter aggressive tyres this is putting much more demand on your prop shafts.
To better cope with this we would recommend you go for our 2020 MEGA props over our 1310 EXT.

Our 2020 MEGA props use Universal Joints which are 81.8mm x 30.2mm (a 1310 is 81.8mm x 27mm)
One of the things a larger cap diameter means is thicker trunnions which can cope with increased power and torque loads but with the joint still being 81.8mm across it remains compact.
These props are built with 2.5” and 3” tube, all other build specs are like our 1310 EXTs

The 2020s are very strong compact commercial joints.

We can build these props to custom lengths and are what we are supplying for Ultra 4 builds, more extreme use off roaders and builds fitting high power engine conversions.

All joints are cap greasable which gives very easy access to get your grease gun on to the joint for greasing, you also have the choice of greasing via the centre lube in the middle of the UJ body (Wide Angle end only).
If you are putting your vehicle through more extreme off road use then there is the chance that you can knock the grease nipple off the cap, if this is a risk then you can remove the nipple in the cap and replace it with the bung we supply, you can then either grease through the centre lube or refit the cap nipple when you need to grease.

These propshafts are made to a very high standard, please don’t compare these to cheap import ones.

Fitting advice :-
Please note these prop shafts have heavy duty round flanges, when fitting make sure you clean up the diff and gearbox flange faces as you may have taken a square type flange off and the new round flange does not want to sit on top of dirt or rust. Brushing some grease on to flange faces after will help stop rust.

The Slider goes to your transfer box flanges, for a Double Cardan prop the DC end goes to the front transfer box flange.
You must ensure all UJs and the slider are fully greased on fitment and are regularly greased during use.
We Grease all UJ’s and sliders here during final checks but sliders cannot be filled with grease until a prop is fitted, you will need to fill the slider with grease.

Please note that propshaft UJ`s on lifted vehicles are under more strain and require REGULAR GREASING to prolong there life, no propshaft should be used for long periods of time with a steeper running angle of more than 10 degree, anything above this angle used for long journeys will cause the UJs to over heat and cause premature wear, this is always a problem on Land Rovers especially with suspension lifts above 2 inches, as once you lift the suspension the propshaft angle steepens, even caster correction makes the propshaft angle steeper.


Propshaft vibrations on lifted vehicles can be a problem. Lifts of 2” and above (1” with Puma TDCI) start to steepen propshaft Universal Joint working angles to the point where vibration problems can become an issue.
Caster Correction also steepens UJ working angles so can bring on more vibration problems.

A classic scenario where you will feel worst vibrations is on overrun, around 50mph where you are not accelerating or engine braking, the whole transmission is “slack” on overrun.
The centre diff inside the transferbox can “rattle” around at this point. There are only supporting bearings at the front and rear output flanges of a transfer box, the two halves of the output shafts and the centre diff just “float” in the middle of the transferbox, these are all unbalanced parts and can themselves be the cause of transmission vibrations.

A Double Cardan propshaft is often successful in helping to solve these vibration problems but it is not a true cure, it can hide the problem to the point where it is not noticed or becomes reduced enough that it can be tolerated.
A Double Cardan propshaft has two UJs at the Double Cardan end, between the 2 joints there is a ball and cup that holds the 2 joints together, this is positioned at the front transferbox flange (where the steepest working angle is on all Land Rovers) These two UJs together halve the angle felt at the transferbox, halving that angle helps to reduce the vibration problem caused by steep running angles.

A Wide Angle propshaft alone is not always enough to help with vibration problems, a good quality Wide Angle prop can be enough to solve some vibration problems but the UJ’s are still working at the same angles as a standard prop, it is steep running angles that cause vibrations.
A Wide Angle propshaft can turn through a wider angle before yokes bind, this is to accommodate long travel suspension movements (axle drop out) off road, it does not mean that the propshaft can be run at steep angles on road at road speeds (big suspension lifts). UJ’s will wear quicker when run at steep angles. Ideally for road work UJ’s should be running between 2 to 10 degrees, beyond 10 degrees quicker wear and vibrations can become an issue.

Properly spec’d Wide Angle and Double Cardan propshafts should be made with long slip sliders, this is to accommodate long travel suspension, you need more slip with increased ride height and axle drop. A propshaft spacer should NEVER be used for any reason. By adding a spacer to close up a slider after a lift or to allow for more axle drop you are in fact increasing the closed length of the propshaft, off road your axles not only need to move downwards they also need to move upwards, using a spacer to close up a slider that is too short will mean your propshaft can not close up enough to fit in the space between tranferbox and diff flanges, you will cause damage to your drive line if your propshaft can not close up enough.

To reduce likely hood of vibration problems we would recommend not lifting more than 2” (1” with Puma TDCI), that said it is not unknown for even lowered Defenders to suffer from vibration issues, it is all down to UJ working angles and how the different working angles at each end of the propshaft affects the overall harmonics of the shaft.
UJs do not turn at a content velocity, as they turn they speed up and slow down, the steeper the working angle the faster they have to speed up and slow down, this speed change is where vibrations come from.