With the small amount of pinion angle correction needed to spare the CV joints I'm wondering why that wasn't built in at the start? Did Carraro have a restriction on the pinion angle? Our vehicle tracks pretty darn well (was driving at 80mph/130kph this afternoon) but our front pinion angle is pointing down enough to be concerning and there's a bit of resonance at higher rpm. I need to inspect the caster bolts to see if the housing has been rotated to provide the better tracking at the expense of the CVs.
And the Grenadier is a full-time system meaning you're always spinning both the front and rear prop shafts. That's largely an unfamiliar arrangement in the States. Most solid axle vehicles here allow for rear drive only when highway miles are driven. Part-time hides a multitude of problems that the mall-crawling average purchaser will never encounter.
Ineos' concern is whether or not unlifted vehicles are exhibiting issues in number. If so and this isn't addressed/resolved during the warranty period then a cut and turn may become de rigueur to retain any usefulness in these vehicles. Fortunately the Carraro pinion gear does seem long - much longer than a Dana 44. It wouldn't take more than a few degrees of upward rotation to swing the CV up into an acceptable range. At least we don't have to match angles like with universal joints.
One consideration on how far they can pivot the pinion up probably has to do with the clearance between the diff/pinion and oil sump. If you look under your vehicle even in its stock configuration and imagine the axle articulating upwards the pinion housing and driveshaft gets very close to those components. My guess is this is a limitation on how far they could ultimately tilt it up so very much a packaging consideration for leaving enough space for full axle articulation.
To my mind the only modification, if you absolutely must have a lift over stock height, would be to get custom driveshaft with “high” angle larger Rzeppa joints. It would be a cobbled together deal with custom parts but at least you’d still be running a CV style joint hopefully preserving the smoother ride. You’d have all the same concerns of caster adjustments and don’t forget all the driveshaft angles on the Grenadier are compound angles so both vertical and horizontal. None of the pinions and output shafts line up in a straight line hence why they chose Rzeppa joints in the first place.
All the larger high angle Rzeppa joints would gain you would be a bit more time between a driveshaft overhauls and just thinking about all that work and expense says remaining stock is best option and use the vehicle within it’s factory designed limits which honestly is still plenty of fun to be had.
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