Hi folks,
Frankly, i really dont know how-come the german mag placed the gurkha higher than the vehicle it was copied from, the g-wagon(which uses solid axles front and rear). And then theres the unimog too. And those tests are for an normal use off-roader,over normal cross-country roads, i mean places where a landrover goes, not where we decide to take these things.
The 1.8 ton rating belongs to a dana 44 full floater axle too. I dont think the gurkha has more than a 9inch ring dia, and about 1.35 inch axle shaft dia, putting it in par with Dana 44 strength, but still a lot than even a ford 9 inch.
Dont get me wrong guys, i'am not trying to insult anyone, its just good info we are sharing here, so no hard feeling please. If you ever set up a vehicle for good on-road ride, like the Jonga or the gurkha has, you have to use aniti-roll bars to control yaw at turns, and that makes it stiffer for offroad applications.That is why major off-road vehicle have a sway bar disconnect. If the gurka was made purely for offroad it would never have had any stabilizers. Its all a compromise, you just dont get the best of everything.
The Fj cruiser is really a no good off-roader. Vehicle companies have realized that hardly 10% people ever use these kind of vehicles offroad, so they all got into soft-roaders now. Why, look at the latest landroaver and the nissan patrol now, everybody says they messed up the off-road capabilities. There are hardly any people using the fj cruiser off-road, that too with some very highly modded suspension system, and they too dont go where they take they rubicon and FJ toys to.
The problem with independent is not how good they are fabricated or what material they are made from. Its because any chain is as weak as its weakest link, and here its where the wheel pivots. Also, in an solid axle system, if a wheel goes up, it takes along the entire axle along with it, therefore never reducing clearence. In an independent suspension, only the wheel belonging to that side goes up, thus the minimum clearence is right at where the lower A-arm in hinged at the chassis, and where the entire weight of the vehicle is placed at(try youtube, and watch major U.S. trails like the lions back or the rubicon or the arizona runs, and you would see there is a lot of difference between the capabilities of independent systems and solid axles). I used to feel the same way about the independent system too until i learn't what a bummer the hummer is, and why. And its not the makers fault too. The reason why the military forces around the world have been moving to independent suspension systems is quite different than what we think it is. They dont need a awesome off-roader, because they dont have the time for doing recreational things. If we see an obstacle thats challanging, we try to overcome it. The military thinks differently, if they see a challanging obstacle thats going to take time, they blast their way through it, because during a war, you just cannot afford to waste time. They need to move convoys fast. Doring WW2 time there was this famous story of british SAS forces who blasted an entire hill to move forces somewhere in africa. So hard-core offroading is out of their agenda, the max they would take their vehicles is probably as far a gurkha would go. They need independent systems because they provide a smoother ride than what a solid axle can ever provide, and thats because they need a weapons platform that can fire accurately while moving in cross-country conditions, where a bouncy solid axle would'nt work as well.
Plus the weakest part of any axle shaft is the Cv joint, and they too loose half the rated strength at 45 degrees, and the independent systems have 2 at each side. whereas a solid axle have only one and that too only at the front. The 1.8 ton rating is the amount of weight it carries on a 0 degree incline, which in a full-floating axle depends majorly on the axle tubes. It says nothing about the pinion strength, or the bearing strength for that matter. Even a Dana80, which has almost twice the weight rating than what a ford 9inch has, does not have pinion strength anywhere close to what the ford does. They are many variable to consider for that.
I used to have a Jonga 4 yrs ago, and am currently in the process of fabricating diff-locks for another one i bought. I have extensively used a Gurkha belonging to a friend from Patiala, and frankly i dont think theres much difference, leaving aside the diff-locks, and ofcouse the jonga being slightly better built quality than what force motors can ever come up with( I dont think i need to tell anyone how tough the sheetmetal of the jonga is, saw a video of that aussie crocodile guy on discovery, smashing his jonga into a pole with absolutely no damage, altough there was'nt anything much left tfo the pole. peple swear by it, it really is as tough as nails). As far as goung clearence is concerned, its majorly because of theose huge dia tires the gurka runs.
You are right that the tie-rods of the jonga are a weak link, because it hangs low, and cannot be protected like in an independent system, where its placed above the chassis rails.
Pete(Horsedoc) at
Rocky Mountain Patrol & Offroad has just installed some homemaded lockers in his jonga, and its very intresting to see what it is capable of. Here have a look at it
DSCN0841.flv video by horsedoc0 - Photobucket
All said and done, please dont turn this into a war zone, i've already to much hatred in this world.
Bikram