The pinion is pointed down as the axle is rotated backwards in order to keep the caster angles within spec. What really needs to happen to help fight against all these driveshaft issues, especially on lifted vehicles, is a redesign of the entire front axle so the pinion angle is much higher and pointing more directly at the transfer case output flange easing the angle of the entire front driveshaft. To do that will require more engineering work from Carraro and Magna and all sorts of analysis for things like caster angles, change in angles as the axle goes through it’s travel, lubrication concerns for pinion running at a higher angle, etc…
The only way to raise the pinion that high without disturbing caster angles is to reengineer the front axle so the kingpin/steering knuckle angles are greater keeping the caster in spec at the higher pinion angle. No adjustable bushings or fancy control arms will fix this as it’s the hard fixed relationship between the kingpin axis and pinion angle because the axle is one solid manufactured component.
On old Land Rovers you could clock or purchase caster corrected swivel housings that would allow you to change the relationship between caster and pinion angles. It was always a black art to get the front caster right and pinion straight enough so the driveshaft angles were less and would run smoother. The Grenadier has fixed positioned kingpins/steering knuckles so the only way to fix this is for a redesigned front axle engineered for less severe driveline angles with steering knuckles that maintain the caster needed for stable steering. I don’t see that happening so for folks wanting big lifts and huge tires it’s always going to be a compromise between capability and reliability which has always been the case with off-roaders.
