1 x Heavy Duty Double Cardan Extreme Wide Angle Front Propshaft.
Part Number :- GL-DC-D2-EXT-600, Discovery 2 TD5 Front Double Cardan EXTREME Wide Angle HD Prop Shaft
Manufacturer :- Custom built for Gwyn Lewis 4×4.
Working length :- 637mm + – 8mm
Fits :- Discovery 2 TD5, fits straight on to the Discovery 2 Transfer Box Flange.
Weight :- 13.4KG
This fits straight onto a Discovery 2 style transfer box flange you will not require a Defender Transfer Box Flange to fit this one.
These EXTRA HEAVY DUTY Double Cardan wide angle propshafts are custom made for us to our own specification. This version has the superior Italian joint unit and has no need for a new output flange, the double cardan end is compatible with the Land Rover Discovery 2 TD5 transfer box output flange, as you can see in the pictures, it will bolt straight on a Discovery 2 td5.
These propshafts are made to a very high standard, please don’t compare these to cheap import ones.
Please note these propshafts have heavy duty round flanges, when fitting make sure you clean up the diff and gearbox flange face as you may have taken a square type flange off and the new round one does not want to sit on top of rust and mud.
This propshaft has 3 fully greaseable UJs, and the slider is also greaseable on these.
Why Fit a Double Cardan propshaft
A Double Cardan propshaft is used mainly to reduce propshaft vibrations on lifted vehicles where running angles have become steeper.
The Double Cardan end is fitted to the gearbox as this is normally the steepest angle.
Although these propshafts are 30/40 degree wide angle, no propshaft should be run with a steeper angle of 10 degree as this causes premature universal joint wear, especially when used on road as they over heat.
By fitting a Double Cardan propshaft you have 2 universal joints at the Double Cardan end which reduces the joint angle by 1/2 making them last longer compared to a single joint on a normal propshaft.
Between the 2 joints there is a ball cup that holds the 2 joints together, again on big lifts these can wear out quicker.
There is no disadvantage in fitting a Double Cardan propshaft, its only that quality ones like these are double the price of a quality wide angle propshaft and re building the double cardan end is not easy to do.
If you require a custom length, please contact us with measurements so we can get one made, have a look at the last picture to help you measure your propshaft length.
- Double Cardon propshafts are used to help reduce propshaft vibrations on lifted vehicles, especially after caster correction.
- 30 degree wide angle to prevent the propshaft binding up on long travel suspension.
- 40 degree wide angle on the Double Cardan end.
- Heavy Duty Round Flange Face (not the old square type), that bolts to gearbox Flange 95mm PCD and diff Flange 79.4mm PCD.
- This version has the superior Italian Double Cardon end to bolt to a Discovery 2 td5 transfer box.
- Higher torque capacity than a standard Land Rover propshaft, using 60mm heavy duty high torque tube.
- Bolts straight on a Discovery 2 TD5 transfer box flange 95mm PCD see pictures.
- Heavy duty 1310 series Universal Joints (27mm x 81.8mm) with nylon thrust washers and metal/rubber seals, the nylon thrust washers also has a cross in them to allow grease to get to each cup when greasing them.
- Rilsan coated spline for smother operation and helps eliminate vibrations.
- Upgraded involute spline configuration with 18 splines that is also GREASEABLE which is a feature only found on our propshafts.
- Internally plug welded to hold grease in the slider.
- Double seal arrangement on the slip assembly, with 110mm of movement and full spline contact on the male and female slider to help with long travel suspension.
- Phased when required to reduce vibrations.
- All prop shafts come with a tube of k48 grease.
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.
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.
We can also make non standard custom length props.
If you are unsure what you need please contact me.