Manufacturer :- Custom built for Gwyn Lewis 4×4
Part Number :- GL-EXT-1135, LATE TD5 110 Rear with Short Nose Diff Wide Angle HD Prop Shaft
Working length :- 1170mm + – 8mm
Fits:- Defender 110 Rear Late Td5 With Short Nose Diff (Puma / P38 style 4 pin Diff).
Weight :- 13.2KG
These HEAVY DUTY wide angle prop shafts are custom made for us to our own specification, they are a very well made prop shaft using the very best of components we can source, they are fully greaseable including the slider, they are balanced to a very high standard and have proved to reduce vibrations on many Land Rovers.
- 30 degree wide angle (1310 series) to prevent the propshaft binding up on long travel suspension.
- Large 3 inch heavy duty 3mm wall tube.
- Higher torque capacity than a standard Land Rover propshaft.
- Heavy duty round flange face (not the old square type), that bolts onto the diff and gearbox 79.4mm PCD.
- Heavy duty 1310 series Universal Joints (81.8mm x 27mm) with nylon thrust washers and nylon/rubber seals, the nylon thrust washers also have 5 slots in them to allow grease to get to each cup when greasing them (see picture of joint you can see the 5 slots in the thrust washer).
- Rilsan coated spline for smother operation and helps eliminate vibrations.
- Upgraded involute spline configuration with 18 splines that is also GREASABLE which is a feature only found on our propshafts.
- 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.
- Internally plug welded to hold grease in the slider.
- 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 prop shaft UJ`s on lifted vehicles are under more strain and require REGULAR GREASING to prolong their life. No prop shaft should be run for long periods of time with a steeper running angle of more than 10 degrees, anything above this angle used for long journeys will cause the UJs to overheat 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 prop shaft angle steepens, even caster correction makes the prop shaft angle steeper.
We can also make non standard custom length props.
If you are unsure what you need please contact me.