Hey guys,

There is WAYYY Too much info out there on Land Rover and Range Rover's All wheel drive system.... All I'd like to know is if my model and year have a mechanical 50/50 split AWD system or a Haldex type system that is Front WD until rear or both is needed.

I tried YouTube, Google and got so many returns that I have not clue where to start and the reason I ask is because I found my old 2002 Audi A4 Quattro system to be pretty decent. It is a mechanical AWD with an even 50/50 split. I know that engaging Sport mode and other modes locks and unlocks the front or rear but there is no clear explanation (in a nutshell) as to what kind of system my year/model uses when in D mode, Dynamic mode and/or Sport mode.

anyone know? lol

It's permeant 4x4.

I too would like to know if it's biased to the rear etc.

Playing with snow gravvel sand knob changes the diff lock. As seen by padlocks on the display

Here is a good explanation of how the transfer box works.

http://www.fullfatrr.com/forum/topic12404.html

CANROVER wrote:

I know that engaging Sport mode and other modes locks and unlocks the front or rear but there is no clear explanation (in a nutshell) as to what kind of system my year/model uses when in D mode, Dynamic mode and/or Sport mode.

Dynamic mode will only vary the steering weight, the monitoring of the suspension and the frequency that it adjusts and the throttle response, AFAIK in Dynamic no changes are made to diff locks. In Sport mode all that changes is that the gear box will hold onto gears to higher in the rev band until you pull the + paddle or it automatically shifts up when you get to the rev limiter, again it does nothing to diffs from my understanding. When I have been greenlaning on 22" wheels and road tyres it has surprised me how hard the rear difflock works even in not particularly challenging conditions on my L494 Dynamic, none of my previous FFRR's or RRS's had the e-diff and it is very effective on my present car in the Grass, gravel and Snow setting. 2020 Pangea Green 1st Edition D240 New Defender 110 is here and loving it
2018 Melting Silver Mini Countryman PHEV - soon to be replaced
2015MY Corris Grey SDv6 HSE Dynamic, the best car I have ever owned, totally reliable only a cou0le of rattles in 3 years, now no longer in my care
Also in my garage is a 1996 TDi300 Defender 90 County HT made into a fake CSW

So you're saying that in sport mode the power split stays 50/50 and not a 60/40 bias to the rear wheels? I gotta wonder about that because in an empty parking lot on a snow day, if I disable traction control put it in dynamic and Sport mode The car spins on a dine if I just mash the throttle. Even if I try to take off in a straight line the back end seems to want to kick out all the time. When back in "D" with dynamic off and traction control back on I can mash the throttle and even before TC kicks in the back end hardly kicks out when mashing the throttle. This is what lead me to wonder about the power split in different modes.

It's because it moves forward, not reverse. Try the same thing in reverse and you'll be throwing your front end all over the place.
The second thing is that you mistake the default 50/50 split with the actual torsen diff action (which is infinitely variable witha pre-set inital value). A torsen centre diff will direct more torque towards the axle with more traction, your front end will always have less traction if you floor the throttle (it lifts up) therefore the rear axle gets more torque and allows for rear end to sway.

My LanEvo (50/50 split) was able to rotate along an axis that would be right in the middle of the car (actually in the centre of gravity) with all 4 wheels spinning. No need to have a rear-biased split to do donoughts. Regards etc.,

Wojtek

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WAS: 2006 RRS Supercharged
IS: 2010 RRS TDV8 HSE

The centre diff isn't a torsen unit, it's a normally open diff with the locking function provided by a multi plate clutch. The clutch is controlled by the Terrain Response system. The system can give fully variable locking. Each TR setting will give different locking characteristics.

Drive is normally split 50/50 but can be sent 100% to either end in response to available traction.

Interestingly, in the RRS2 without the 2speed transfer box, drive is set at 40/60 f/r I think (from memory). 2012 SDV6 - it's missing a couple of cylinders
2008 TDV8 - it was a labour of love and is much missed

I was under impression that the centre diff is a Torsen unit with additional electronic lockup control, but might be wrong with the actual unit used. Notwithstanding with any of the above observations. Regards etc.,

Wojtek

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WAS: 2006 RRS Supercharged
IS: 2010 RRS TDV8 HSE

I think the L322 FFRR had a Torsen centre diff when first produced. It changed to the same system as the D3 / RRS when it took on the Magna-Steyr transfer box in 2008(?) along with Terrain Response etc.

The RRS uses a planetary gear to split drive front to rear with a clutch pack to give the variable locking rate. 2012 SDV6 - it's missing a couple of cylinders
2008 TDV8 - it was a labour of love and is much missed

Thank You all for your replies. RRSTDV8 seems to make sense here as I can't imagine the front wheels rising enough on a 50/50 power split to throw out the back end. Afterall, the front of these things are *very* heavy. Furthermore, it did not take a huge oomph of power to make the back end fishtail on a snowy surface. Keep in mind that I did disengage Everything and set up the car for what I thought would be full power to the rear wheels. As for Dynamic mode changing the steering weight, not in mys car. It's Hydraulic steering and I'm pretty sure that you can only vary steering weight on an electronically driven steering rack. Also, there is no change in the feel of the steering.

That said I have no clue what the Dynamic setting really does. It seems that customers are given the impression that if you turn the knob to the wavy road symbol the car will adapt itself to any road condition which I find to be a pretty far fetched claim.