Thanks for helping.

 

If that's the case, 50%-1% of the power could be sent to the front? Therefore there would be mechanical power to 2 of the wheels, which could allow you to get off the trail in a pinch, or driven a few miles to a parking lot/shop/home? Is there a software intervention that would prevent this? I've done this with D1s and D2s. Either front or rear driveshaft could be removed and with a locked transfer case you could drive quite a while. I drove about 20 miles without a rear driveshaft in a D2 to diagnose a driveline noise issue. But the transfer case is locked via physical cable, or a manually with a 10mm wrench from underneath. If you lock it 50/50 and have full lockers you can easily snap a stock axle, and sometimes HD axles.

Although with variable locking diffs, you don't have all 4 axles tied together which reduces stress on them. Reducing the likely hood of snapping an axle. I've heard of at least a dozen instances of D2s snapping an axle wheeling, only heard of 1 LR3 which broke a CV joint.

 

0-50% of the torque can be sent to the front. Under certain conditions, the vehicle is fully RWD and the front driveshaft is stationary. If you snap a rear axle, you're screwed because the torque gets sent to the rear before it goes to the front. If the ECU detects a fault in the AWD system, or if it overheats it will revert to RWD.

Also, the new design doesn't have a true center diff. It is an electronically-controlled clutch pack that is programmed to operate like the old infinitely-variable locking differential.

 

JLR says 2024 L663 all have iAWD and all torque can be sent to either axel. Interesting.

 

While possible that they could've changed the system to allow max torque to the front axle, it is unlikely because the amount of inconsistencies in JLR press kits, websites and published data is through the roof. I have attached below a snippet of the RR & RRS press kit, they explicitly state that 100% can go to the rear, and don't mention the amount going to the front. To me, that implies that it is not capable of sending 100% of the torque to the front. The RR & RRS use the same AWD system as the Defender. That picture earlier in the thread from the order guide has the most accurate information, explaining how it works and the torque distribution.

Hell, early on JLR stated that the P300 was a twin-turbocharged I4. It isn't, but it does have a twin-scroll turbocharger. Everything until this press release stated it can send 50% to the front, and that is consistent with other models as well. They don't do a good job proofreading.

This system is the one that was developed for Jaguar that hit the market in 2012 on the XF and XJ, but tuned differently for Land Rover's application. In Jaguars, it is an excellent system tuned for on-road driving dynamics. RWD driving characteristics and all-weather grip. You can even get AWD Jags to slide on dry pavement, as the system is clever enough to send more torque to the rear if it senses you're deliberately trying to slide about. In LR, it is tuned more for off-roading and to be more proactive in low-grip situations. See the press release below.

https://archive.jaguar.com/news/2012...rive-xf-and-xj