We have always carried some degree of trail spares especially when running the Vermont Overland Trophy and other high-attrition off-road events. When we ran our FJ Cruiser we kept 2 spare axle shafts, gear oil & pump, axle seals, and luckily never had to use them.
When we prepped our Range Rover Sport for this years Vermont Overland Rally we put together a spares list that was a little more comprehensive. The L320 RRS has 4-wheel independent air suspension, which, in and of itself, requires its own set of spares not normally necessary on a coil sprung truck (think extra air struts, compressor etc (an issue we are working on a fix for, stay tuned)). The biggest concern during normal offroading would be the CV axles, which are unequal length front and rear. Unlike your typical IFS truck that uses and extension housing on one end of the diff to extend out and keep the axle shafts interchangeable, the RRS uses extra-long axle shafts to make up the length, requiring 4 different axles to carry as trail spares. Not every LR3, LR4 or RRS needs to carry spare shafts, but we know we are pushing the limits on our RRS with 35” tires and the LLAMS suspension override system.
Ironically, while pulling a Disco II with broken rear axle shafts uphill using a K-Rope we broke our driver’s side front cv joint on the diff side. It was captured on video in all of its “bone crunching” glory (see the forthcoming episode-length cut). Luckily, we were able to limp out of the trail and ride the 45 min back to camp. Once in the vendor area we cleared some space, utilized our Hi-Lift Jack and some additional safety measures, and our team was able to swap out the offending CV. The autopsy revealed that a broken limit strap, which allowed the axle to droop too far likely “dislocating” and breaking the CV.
Some trail lessons are learned the hard way, but you don’t truly know a vehicle’s limits until you’ve exceeded them—just bring a few spares and some wrenches if you are looking to try the same.
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