Geeze, and I thought I was doing well with 33's!
SO you guys reckon 35's are OK on the Paj cv's? They are a huge tyre as I saw one in the tyre shop last week.
Whether it'd be 'ok' depends on a combination of the tire diameter, width, and weight, rim weight and traction - both the 'road' surface and the 'stickiness' of the tire. And the gearing - both in the t-case(s) and differentials - and gross vehicle weight. And throttle usage.
On a stock drive train - axles 4.20s, 4.60s, 4.90s, and 5.13s & 1.90 t-case - I don't see any huge issues. CoSport ran 35" MT/r's for a couple years and only saw accelerated wear. Keep spare half shafts because blowing a CV isn't impossible. I lost the DS CV with 33"s and a stock drive train and I'm pretty (very) conservative.
Before everyone jumps up and says, 'Oh yea, totally!', KIM that some of us run crawl boxes or doublers that drastically changes the amount of torque (in ft lbs) hitting the wheels. Torque at the wheel flange in 4LO, 1st gear (M/T) on a stock
3.0L Sport is about 6,500 ft lbs
. Torque at the wheel flange in 4Lo,Lo,Lo, 1st (M/T) on my '97 is almost 43,000 ft lbs
The more mass at the wheel, the stronger everything between the engine and wheel flange has to be. Increasing wheel mass hugely increases the stress on every part between the engine and wheel. Then, on top of that, again increasing the force necessary to turn said wheels by increasing the diameter of the wheels.
You can minimize stress WITHIN the drive train with some creative ratios and ratio placement, but wheel mass and diameter generates stress all the way back to the crankshaft and there isn't anything you can do about that. Ok, excluding installing portals.
So, if you're applying upwards of 40,000 ft lbs of torque to the wheel flanges, you can understand where even a relatively small increase in tire/rim weight and/or diameter would be more than enough to start grenading parts like CVs, u-joints and axle shafts.
I would be really nervous about issuing a blanket statement that, oh yea, they'd totally work, after the last few years of running the super deep final drive ratios our vehicles are capable of now.
If 35"s on a stock drive train are pretty ok, and 37"s are mostly ok more or less with modifications like cryo'd CVs but 38"s are just too much, then I'd think that'd move down to 33"s are ok, 37"s are too much, but 35"s would be mostly ok more or less with cryo'd CVs or whatever.
It'd be very useful to have the specs on our CV joints like you can get on u-joints - how many ft-lbs of force they'll take before they grenade at what angles but I've never seen that anywhere.
Of the four of us that I know that use crawl boxes/doublers, you're the only one wheeling with the stock IFS. I don't have any resources - everyone I know wheeling with crawl boxes/doublers runs 37/38+ & heavy bead locks rims. The guys running IFS don't run crawl boxes/doublers and are on 33"s or 35" - mostly 33"s. So, not much can add from there.
IMHO - and this is JUST my personal opinion - I probably wouldn't push it past 33"s, but that's based on my adverse reaction to trail fixes that require major surgery and the fact that I know from experience that loosing a CV/axle shaft/u-joint at the wrong time can be life threatening.
Some of the guys may have some ideas that would help, but the math indicates to me at least that there's no way this would be reliable. YMMV. Currie swears to high Heaven that there's no way I could run one of their D44s with my setup for 400K+ miles without issue, but I did.
There are a lot of variables in play that my math doesn't take into account, so ....