Roelf, here are some thoughts regarding some of your points.
RoelfleRoux wrote:The massive un-sprung weight, and bump-steer of the Panhard rod, is a big draw back (safety issue) on a solid axle vehicle. Not to mention ride comfort and quality.
The relatively high unsprung weight of a classic beam axle relative to an independent setup is due to the fact that the differential and entire axle bridge structure are part of the unsprung mass. The Panhard rod takes care of lateral location of the axle and its mass is not really a significant contributor to unsprung mass (typically only about half its mass counts as unsprung mass anyway).
A properly designed beam axle suspension and steering geometry does not bump-steer. This setup is inherently less refined than an independent system, but is definitely not dangerous.
In fact, beam axles are not at a disadvantage in terms of all aspects of roadholding: they have the benefit that they maintain the camber angle of the tyre relative to the road much better when cornering hard than independent axles where the actual suspension arm pivot points roll with the vehicle body and promote unfavourable camber angles on the highly laden ouside tyre in the corner.
RoelfleRoux wrote:The “middelmannetjie” issue:
The diff on a solid axle is MUCH closer to the ground than that of an independent system. I understand the reasoning of the independent diff being under threat to drop down under heavy load over bumpy surfaces. But if the car carries a legal weight load, then the diff will NEVER come as close to the ground as that on a solid axle.
Not so. The Gen 3 Paj has a spec sheet ground clearance of between 225mm and 235mm, depending on model under the center of the axles, whereas the Patrol runs 210mm to 230mm of the ground depending on model (this being under the rear diff).
5 to 15mm of suspension travel is nothing, given that the Gen 3 has around 100mm of rear suspension bump travel available in standard form.
You can easily do a little experiment by loading some weight into the boot over the axle and measuring the suspension drop. Now calculate the percentage that the mass in the boot is of the axle load and you have an idea of the g-force required to create the same drop (same holds for the front suspension, but it is easier to play with the rear). You will see that any significant bump will see the ground clearance drop much lower on the independently suspended Gen 3 than on the Patrol and then that lower clearance is over a much wider width than the single point under the diff of the Patrol.
RoelfleRoux wrote:If you plan to ignore the legal limits (like most SA citizens are likely to do), then air-helpers can eliminate the independent shortcoming over bumpy roads, but nothing can help the solid axle shortcomings at illegally high speeds.
I certainly do not plan to ignore any limits, but I say again that a vehicle such as my Patrol is not an unsafe monster waiting to bite if even slightly provoked. Not as refined as the Paj, yes, but not dangerous at all.
Also note that air helpers can not be fitted to the front suspension of the Gen 3 due to the coil-over-shock strut design.
RoelfleRoux wrote:The Gen4 GLS can definitely have both the difflock and the T/C. There is a member on the forum with such a Pajero.
I believe you are mistaken here, Roelf. Only the Gen 4 GLX (or at least some of them) gets the rear diff lock plus ETC. Who is the member with the diff locked Gen 4 GLS that you have in mind?
RoelfleRoux wrote:Also if you search the specs on the web, you will find reference to the fact that the Gen4 T/C is designed to operate with a difflock.
Could you perhaps share the URL where you found this? I believe this info is wrong. Activating the rear diff lock on the Gen 4 turns the ETC off (actually quite nice that, under certain conditions). Perhaps they were referring to the fact that the two systems are designed to work together in this way (diff lock turning off the ETC), but they are definitely not both active at the same time.
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