The main advantage of an LSD is found by considering the case of a standard differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate at twice its intended velocity - the torque transmitted will be zero and the vehicle will remain stationary. In normal everyday use on typical roads, such a situation can usually be assumed to have a vanishingly small probability, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.

Two main types of LSD have been generally used - mechanical and fluid based. The latter is gaining ground especially in modern all-wheel drive vehicles, and are generally maintenance-free compared with the mechanical type. In the mechanical type, differential velocity is detected by some means, such as a centrifugal weighted rotor, and this applies a force to a clutch mechanism which links the two shaft together to a varying extent - the greater the differential velocity, the more force is applied. This forms a negative feedback loop which limits the slip to a preset degree. In some designs, the clutch is self-actuating. Often, small multi-plate clutches are used. One disadvantage of the mechanical type is that the limiting action tends to occur quite rapidly rather than gradually, and this in itself can create unsettling dynamic effects for the vehicle as a whole.

The fluid type is generally simpler, and relies on the properties of a dilatant fluid - that is, one whose viscosity varies as the inverse proportion of an applied force. Silicon-based oils are often used. Here, a chamber of fluid rotates with the normal motion of the output shafts, but a differential motion causes paddles or vanes to move through the fluid. The greater the speed of the vanes, the more resistance the fluid will put up to oppose this motion. In contrast to the mechanical type, the limiting action is much softer and more proportional to the slip, so for the average driver is generally much easier to cope with.

However, since the front and rear differentials must spin at the same speed (due to the transfer case) the sum of the angular velocity of the front wheels must be equal to that of the rear wheels. During a turn, the front wheels travel a slightly shorter distance than the rear wheels. Therefore there must be some "slip" in another part of the system. This slip occurs easily at the interface of the tire with the ground when traveling in low-traction conditions. However, when traveling on dry pavement the torque required to cause this slip causes excessive wear on the tyres and the rest of the drive-train. This is why the part-time four-wheel drive system must be disabled when operating the vehicle on pavement. In this configuration, the transfer case is connected to only one of the two differentials (usually the rear).

Part-time four wheel drive systems are ideal for use in very difficult traction conditions since they allow all of the torque to be sent to the rear or front wheels. However, if one of the front tires and one of the rear tires is on a slippery surface little traction can be achieved since torque to the left and right is distributed evenly by the differentials. This problem can be addressed by using a locking differential or a limited slip differential.

In some vehicles such as karts, torque is simply applied evenly to all driving wheels using a simple driveshaft. This works well enough when travelling in a straight line, but when changing direction the outer wheel actually needs to travel further than the inner wheel. Hence, the simple solution results in the inner wheel spinning. For general road use, such a method would result in too much damage to both the tire and road surface.

Differentials are typically comprised of a gear mechanism in which a ring gear receives input power, which is transferred to two side gears by means of a central pinion gear. The pinion gear or gears are mounted to a cage which is affixed to the ring gear. When the ring gear and cage rotate, the pinion gears drive the side gears; the pinion gears are free to rotate about their own axis when either of the side gears meets resistance.

In a motor vehicle, the two side gears may be used to transfer power to the left and right wheels. When the vehicle turns a corner, or one of the wheels encounters resistance, the pinion gears rotate around the side with the most resistance; this rotation drives the other side gear with additional speed.

The most basic differential described above, known as an open differential, suffers from one important problem, however. In an automobile, if one wheel begins to slip while the other maintains traction, the slipping wheel will receive most of the power. This means that if one wheel is spinning on ice while the other is still in contact with the pavement, acceleration of the driveshaft will only cause the slipping wheel to spin faster and very little power will reach the wheel with good traction. Similarly, if one wheel is lifted off the ground, nearly all the power will go to the wheel that is off the ground; not a hopeful prospect for off-road vehicles. Such a loss of traction is sometimes called "diffing out."

One solution to this problem is the limited-slip differential (LSD), one of the most common of which is the clutch-type LSD. With this differential, each of the side gears has a clutch which limits the speed difference between the two wheels. Another solution is the locking differential, which employs a mechanism for allowing the pinion gear to be locked, causing both wheels to turn at the same speed regardless of which has more traction; this is equivalent to removing the differential entirely.

A four-wheel-drive vehicle will have at least two differentials (one for each pair of wheels) and possibly a centre differential to apportion power between the front and rear wheels. Vehicles without a centre differential should not be driven on dry bitumen roads in four wheel drive.

This activity has a competitive form known as Mud bogging.

The main difference between the 2005 model and this 2006 model being the headlamps that protrude in to the grill and the mesh metal grill and side wing vents.

The touch screen audio and navigation set up was also improved in this model. This is one of the first 2006 models, which were only available from May 2005 although at the time the older models were still available at a discounted price. The car drives without fault, and EVERYTHING WORKS .. All electrics, all the suspension, all the tricks, toys and features of the vehicle.

More details after these adverts

Range Rover Vogue SE A Classic Soft Dash VERY RARE    £940.00

Classic 25th Anniversary Range Rover Vogue SE 11K miles    £12,999.00

It stops in a straight line, drives in a straight line it cruises at 70 effortlessly with no vibration. Fuel economy at around 29.7 miles to the gallon makes this Range Vogue a usable town car. The seats and carpets are unmarked. Mileage is 31000 miles with service history.

Interior of Range Vogue

Features of this Range Vogue include:

• Harmon Kardon Pro Logic Hi Fi system
• Auxiliary heating system for automatically warming the interior of the car
• Supercharged front grill
• Supercharged side vents
• Supercharged rear lights
• Rear privacy / security glass
• Fitted Range Rover over mats inside
• Range Rover Nokia phone cradle in armrest
• Touch screen Satellite Navigation
• Blue Tooth phone system Venture Cam
• Reversing Camera
• TV
• CD Changer
• Memory heated seats
• Heated steering wheel
• Parking sensors front and rear

Find out more about this featured Range Rover Vogue here

2003 RANGE ROVER VOGUE V8 AUTO BLUE LPG CONVERSION    £17,500.00

RANGE ROVER 03 REG VOGUE V8 LPG BLUE WITH CREAM LEATHER    £13,500.00

Range Rover 42 LSE Vogue Auto LWB 1993 LPG    £620.00

Land Rover Range Rover 44 V8 Vogue LPG DUAL FUEL    £19,995.00

2000 LAND ROVER RANGE ROVER 46 Vogue Auto LPG    £6,975.00

1995 LAND ROVER RANGEROVER VOGUE SE LPG    £1,500.00

Land Rover Range Rover Blue 46 Vogue 2000 LPG    £9,595.00

2001 LPG RANGEROVER VOGUE BLACK    £6,900.00

The top-level Sport is powered by a supercharged 390 PS (287 kW/410 hp) 4.2 L AJ-V8, making it the second most powerful vehicle in the company's history except for the larger Range Rover Vogue SE supercharged (450BHP, 420lb/ft). A normally-aspirated 4.4 L version is available with 300 PS (220 kW/295 hp). Also a TDV6 turbodiesel engine of 190 hp is available. All models have six-speed automatic transmissions and fuel capacities of about 88 liters.Both models have six-speed automatic transmissions and fuel capacities of about 88 liters. The vehicles are 4.788 meters long, 2.170 meters wide (including the side mirrors), and about 1.8 tall.

Land Rover Range Rover Sport Overfinch 36TD V8    £69,950.00

Land Rover Range Rover Sport TDV8 HSE Auto DieselSilver    £66,995.00

The Range Rover Sport made the Premier Automotive Group the target of a protest by Greenpeace in 2005. The protesters infiltrated an assembly facility and temporarily delayed production of the vehicle. Greenpeace quoted issue with contributions to greenhouse gas emissions, and by extension, global warming, that would result from the vehicle's (relatively inefficient) combustion of hydrocarbons. A test performed in late 2005 using a Range Rover Sport with only 1 gallon of fuel in the tank resulted in the car covering barely 8 miles (roughly 30L/100km) before running out of gas and spluttering to a halt. (Although it must be noted that this test was carried out on the Supercharged version of the car, and was conducted on a racing track. Under these circumstances, the cars MPG would have been lower than it would have normally achieved when in use on normal roads.)

The Range Rover Sport made its first appearance late in 2004, badged as the Range Stormer. This was a bright orange, low-slung, 3-door concept car, that hinted very heavily at the styling of the new model. When the production model was released, it had morphed into a five-door, was not much shorter than the standard Range Rover, and its styling was much less radical, although still identifiable with the concept model. This disappointed many people, though it is still selling well. It is questioned, however, whether this model will actually add sales, or simply cannibalise the Range Rover's sales.

2008 Land Rover Range Rover Sport 36 TDV8 NEW 2009 MOD    £44,949.00

Land Rover Range Rover Sport    £44,995.00

2008 LAND ROVER RANGE ROVER sport 36 TDV8 HSE    £49,950.00

2008 Land Rover Range Rover Sport    £59,994.00

Land Rover Range Rover Sport Overfinch 36TD V8    £69,950.00

New Range Rover Sport 36 TDV8 AUTO HSE    £46,950.00

2008 Land Rover Range Rover Sport 36 TDV8 HSE Grey    £44,950.00

2007 LAND ROVER RANGE ROVER SPORT TDV8 HSE    £50,000.00

2008 Range Rover Sport HSE New Unreg Save over 3K    £44,990.00

2008 Range Rover Sport 36 TDV8 New Save £4K    £51,000.00

Land Rover Range Rover Sport 2008 Diesel Automatic    £45,990.00

2007 LAND ROVER RANGE ROVER sport 36    £44,950.00

2008 LAND ROVER RANGE ROVER SPORT TDV8 HSE Auto    £47,637.00

2008 Land Rover Range Rover Sport HSE 36TD AUTOMATIC    £54,995.00

2008 Land Rover Range Rover Sport HST 36TD AUTOMATIC    £52,995.00

2008 Land Rover Range Rover Sport HSE 27TD AUTOMATIC    £44,995.00

2008 LAND ROVER RANGE ROVER SPORT 36 TDV8 OVERFINCH    £59,990.00

2008 LAND ROVER RANGE ROVER SPORT    £45,995.00

2008 Land Rover Range Rover Sport 36 TDV8 HSE 5dr Auto    £48,994.00

aaron lennon overfinch range rover V8 sport 2007    £54,999.00

Land Rover Range Rover Sport TDV8 Auto Diesel Black    £45,995.00

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The vehicle was inspired by Linley’s ‘Metropolitan’ range of furniture that features black wood and ebony finishes. On top of the standard Range Rover build time over one hundred hours of hand finishing went into the vehicles by the craftsmen and the Special Vehicles facility at Land Rover.

The Range Rover Linley was entirely black, with black top quality leather upholstery, black lambswool rugs, black ebony wood inserts all over the interior including the fascia, cubby box, picnic trays and door cappings, black leather headlining, black tinted alloys and an endless list of other exquisitely made additions. The coach-work achieved it's piano black finish by hand polishing the hand sprayed bodywork to a mirror like finish. To match the coach-work the Range Rover Linley had glass which had been hand polished with Jewelers Rouge to add a luxurious extra sparkle.

Subtle touches of brightwork are used to provide contrast with the interior. This includes ‘star burst’ graphics, unique to the Range Rover Linley. The steering wheel is piano black with steel inserts that echo traditional British car design.

All electrical accessories such as a full entertainment package with TVs in either headrest and Video along with Navigation system came as standard. At the time of release the Range Rover Linley retailed for over £100,000 in the UK A total of 10 of the all black vehicles were manufactured and sold worldwide. This is up to date the most exclusive Range Rover ever created! In 2006 the first Range Rover Linley came on the used market (in the UK). The reserve price at auction was £40,000 but it sold for a disclosed price for well over this. This is impressive for a car that cost £100,000 new and for the fact that at this time the new model Range Rover could have been bought for £42,000, a little more than the reserve price.

Classic 25th Anniversary Range Rover Vogue SE 11K miles    £12,999.00

Originally the car was a three-door design (with the "third door" being a horizontally split boot), and it came with a four-speed gearbox. A Fairey overdrive was available ex-works from 1973. A factory-built version with five doors arrived in 1981 due to market pressure; external coachbuilders had already found success with conversions. The gearbox was improved to a five-speed manual transmission with the option of a three-speed Chrysler Torqueflite automatic, subsequently superseded by a ZF four-speed which improved fuel economy and refinement but is generally regarded as not quite a strong as the Chrysler. It was soon after given a BorgWarner viscous coupling transfer box.

The original Buick 3.5-litre engine gave the original so much power and torque that it was popular with the police. Later upgrades enlarged the capacity to 3.9 litres and culminated in the 4.2-litre V8 block in the 1994/95 model. When people began to demand better fuel economy, Land Rover introduced a diesel. Originally, the Turbo D model used a 2.4-litre turbodiesel engine from Italian manufacturer VM Motori, similar to their engine fitted to the Rover SD1 and 800-series cars, but this had been intended to be a smooth petrol-like engine for cars, not off-roaders. Eventually the Land Rover 2.5-litre Tdi as used in other Land Rovers was fitted, and this gave good on- and off-road performance, combined with acceptable fuel economy for a vehicle as heavy as the Range Rover.

Land Rover Range Rover 1994 CLASSIC RANGE ROVER COUNTY SWB    £1,133.27

Range Rover 2 Door Classic Two door Getting Rare    £500.00

LAND ROVER RANGE ROVER CLASSIC V8 LPG PETROL TOW CAR    £1,250.00

Land Rover Range Rover Classic Excellent condition    £1,995.00

1993 Range Rover Classic V8 Vouge    £1,250.00

Range Rover Vogue SE A Classic Soft Dash VERY RARE    £940.00

Range Rover Classic LPG 35    £650.00

LPG OMVL Millennium Range Land Rover V8 Classic P38 D90    £525.00

Classic 25th Anniversary Range Rover Vogue SE 11K miles    £12,999.00

1993 Classic RANGE ROVER LSE AUTO WHITE 43 litre    £1,595.00