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RECONDITIONED DIFFERENTIALS
All reconditioned differentials receive the same treatment and build specifications. As an example, all differentials are completely stripped down to a shell.
They are then cleaned, washed and flushed to remove all dirt and oil. The pinion housing is then blasted and then painted with a hard wearing rust resistant finish to make the unit look like new.
All of the old bearings are thrown away together with the oil seal, drive flange, mud shield, nut etc.
The crown wheel and pinion are cleaned and inspected for signs of wear like scoring and pitting etc that can occur. Guidelines are used set out by Land Rover and if there is any sign of abnormality the gear set is scrapped.
Attention is then paid to the differential carrier and planet gears. I have to make sure there is no excessive play in the pin through the differential carrier and check and inspect the planet gears. The same standards are used for these gears as the ring gear set.
After clean and inspection, all components are reassembled by the book. The pinion height and pinion pre loads are reset using genuine Land Rover tools and the latest digital gauges.
The pinion height and pinion pre loads are reset with absolute precision. The crown wheel is set with the correct amount of backlash and bearing preload. Precision blue is applied to the crown wheel as a final check to show the correct mesh after being set with a precision gauge.
New parts fitted in a standard reconditioned differential include, Genuine head bearing, tail bearing, carrier bearings, oil seal, mud shield, washer, nut, spacer, bolts, shims and drive flange Carrier bearing nuts are reused but look like new. The crown and pinion are re used in accordance with the Land Rover guidelines, as you can see from the pictures below, all ring gear sets are in mint condition. All the bolts are stud locked with the correct grade which is vibration proof and oil tolerable.
Complete with a 12 month unlimited mileage warranty on parts for normal on road use.
Differentials are also available with new ring and pinions and or planet gears. Please remember that the differential has a warranty and is built to the highest standard. Pictures below are what to expect from all of our recondition differentials.
Please note:
When building Series 1, 2 and 2a & 3 differentials, a new ring and pinion and planet gears are replaced with a brand new set.
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| Above is a 10 spline metric differential ready to build. |
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| Standard 10 spline recon diff rebuilt |
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| Supplied with nuts and gaskets |
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| Units look and work like new |
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Above and below are reconditioned 24 spline differentials
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| Pictured above in the later type casings |
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| Pictured above in the later type casings |
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| Reusable planet gears in mint condition |
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Genuine parts fitted where possible
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| A choice of drive flanges, seals and mud shields |
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| Genuine bearings |
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Other related parts
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| Gaskets provided for free with every reconditioned differential |
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Expect you ring gear to look like this (reused 3.54:1)
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| Brand new 4.7:1 |
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| Boxed up and ready to go. Purpose built heavy duty boxes to ensure your differential arrives as safely as possible and intact. |
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ARB AIR LOCKERS#
The world famous ARB air locker is one of the most popular choices of many people from the green laners to the serious competitors.
There are many models of ARB lockers, some of these are designed to fit into Land Rover production vehicle casings, either imperial or metric.
Please note:
Land Rover changed from 10 spline to 24 spline in 1993. If you have a 1993 vehicle you could have either 10 or 24 spline. Please call for advice before ordering.
RD127 = 10 spline, suitable for Land Rover Series 1. 2. 2A, 3, Range Rover classic, Defenders and Discovery’s up to 1993. Spacer ring will be required for imperial carriers. (Previously know as RD03, now discontinued).
RD128 = 24 spline, suitable for Range Rover classic, Defender’s
and Discovery’s 1993 onwards. (Previously know as RD56, now discontinued).
RD32 = HD Salisbury rear axle with 4.7:1 (Salisbury)
RD20 = HD Salisbury rear axle with 3.54:1 (Salisbury)
ENV axle = ?
RD138 = Defender 110 2003 onwards, rear axle only.
(Previously know as RD57, now discontinued).
RD138 = P38A front or rear. (Previously know as RD57, now discontinued).
RD138 = Wolf rear axle. (Previously know as RD57, now discontinued).
RD128 = May also be fitted into 2003 onwards rear axle and P38A with the addition of a spacer ring. It can then be refitted into an earlier type of diff casing at a later date of required.
Primarily, an ARB air locker is a 4 pin diff giving maximum strength when not needed as a locker. At the flick of a switch operating an air compressor it becomes a locker.
For more information, please scroll past the pictures
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| Above, many units kept in stock most of the time. |
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| Above, available as a core unit with full instructions so you can fit it yourself. Some special tools required. |
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| Above, ARB instructions and user guide supplied |
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| Above, ARB high output compressor comes complete with everything required. Easy to fit and wire up. Will run 2 ARB lockers at any time if required. Will also run tyre inflation kit pictured below. |
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| Above, ARB compact compressor comes complete with everything required. Easy to fit and wire up. Will run 2 ARB lockers at any time if required. |
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Above and below is an example of an RD03 built into a reconditioned casings ready to bolt on from £POA
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All reconditioned units come complete with 10 x 3/8 unf nylock nuts, diff gasket and half shaft gaskets.
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Above is the new ARB RD128 24 spline built into a reconditioned diff.
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| Above is the new RD128 from the rear. A much better and stronger design than the old RD56 |
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| ARB heavy duty pipeline available. |
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| ARB second hand and new parts kept in stock |
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Above is the ARB tyre inflation kit.
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The World’s most highly regarded traction aid, an ARB Air Locker is a driver controlled locking differential originally designed to give serious 4 wheelers the traction needed to combat extreme off road terrain. When extra traction is required, the driver activates the Air Locker via a convenient dash mounted switch. Pneumatic pressure, supplied by an onboard air compressor engages ARB’s patented locking mechanism within the Air Locker, thus preventing the wheels from turning independently. The Air Locker is deactivated by flicking a switch, returning the differential to normal.
ARB Air Locker’s patented design has proved ultra dependable, even in the most arduous conditions. It’s strength lies in its simplicity – minimal moving parts ensures maximum reliability. All structural components are manufactured from aerospace grades of high alloy steel, and where possible, we increase the number of differential pinion gears to distribute torque loads evenly. Many recent Air Locker designs also utilise timed gear sets to further improve strength, a design feature that has led to a second US patent on the product.
The Air Locker design process involves exhaustive testing. Computerised Finite Element Analysis (FEA) allows us to subject each Air Locker design to "virtual" off road simulations far more extreme than those encountered in real life. Destructive laboratory testing is carried out to ensure the strength of the Air Locker exceeds that of the axles or other driveline components. Environmental test cells subject prototype models to high (120oC) and low (-24oC) temperature running conditions, as well as harsh wheel spin engagement for cycle durations of more than 20,000 actuations. Finally, field-testing is carried out in the harshest environments imaginable.
Once the design phase is complete, Air Lockers are manufactured at our state-of-the-art facility in Melbourne, Australia. Available for both front and rear diffs, we have Air Lockers in over 100 configurations to suit a wide range of vehicles around the world.
Air Locker Features
Provides 100% traction on demand without affecting on road drivability or driveline wear Vastly improved traction means less reliance on momentum, thus reducing the likelihood of vehicle damage and environmental impact .
Easy, convenient operation allows the user to concentrate on the terrain without leaving the comfort and safety of the driver’s seat.
Ultra durable and extremely strong - only the highest quality materials used in construction.
Incredibly simple yet effective design that employs minimal moving parts, thereby ensuring maximum reliability.
Thoroughly tested and proven design – trusted and used in over 80 countries around the world.
Easy installation and maintenance.
Air compressor also provides convenient, reliable source of air for inflating tyres, camping and leisure equipment.
Two year warranty guarantees the Air Locker will be free of defects in materials the difference. From Saharan sand dunes to the jungles of Malaysia, the Rocky Mountains to the Australian Outback, ARB Air Locker diff locks continue to dominate the world’s toughest 4x4 events.
Air Locker, winner - Malaysian Rainforest
Challenge Air Locker, winner - Xtreme Winch Challenge.
Air Locker, winner - Outback
Challenge Air Locker, winner - Java Challenge
Air Locker, winner - USA Extreme
Rock Crawling Series Air Locker, winner - New Zealand Warn Challenge
Air Locker, winner - Tuff Truck
Challenge Air Locker, winner - Ateco Warn Challenge
Air Locker, winner - Korean Top Crawler Challenge
MY PERSONAL OPINION
In a nutshell, an absolutely fantastic piece of kit. There are only a few downfalls of the ARB locker, apart from these two minor snitches, it scores top marks with me.
Bad point 1 = Air line to differential can become ripped off under conditions of heavy undergrowth around the axles, can also happen to your axle breathers, it happens but easily repaired.
Bad point 2 = Not really a fault of the product but it is strongly advisable to keep your axle breathers unblocked. If your breather becomes blocked, it is possible for the axle to pressurise when hot and this causes the oil in the axle to travel up the pipeline to the compressor and leak oil from it. This does not damage the compressor but it is not ideal for someone who has a nice interior covered in the smell of EP90.
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DETROIT LOCKERS #
This locking differential is on of the toughest locking differential currently available for your Land Rover. The Detroit will not permit a wheel turn more slowly than the ring gear. If your centre differential is locked and you're giving the engine gas, then both of the rear wheels will turn at least as fast as the ring gear is turning. On the road, the Detroit automatically senses differentiation and unlocks in turns by letting the outside wheel turn faster than the ring gear and the inside wheel. The Model 187SL-173A/174A replaces the weak factory rear differential and carrier on all metric type differentials. For earlier vehicles equipped with 10-spline halfshafts, we highly recommend upgrading to 24-spline halfshafts for added durability. Heavy duty 10 spline half shafts can also be used. Detroit Lockers are suitable for use only in the rear axles on full-time 4WD Land Rovers.
Available for Rover type axles, imperial, metric and Salisbury.
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A SELECTION OF 10 AND 24 SPLINE LOCKERS NORMALLY IN STOCK
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10 SPLINE MODEL FROM ABOVE
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| 10 SPLINE MODEL |
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| AN EXPLODED VIEW OF THE DETROIT LOCKER |
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| A SELECTION OF NEW AND SECOND HAND PARTS FOR REPAIRS |
MY OPINION
I have been selling Detroit lockers for quite some time and have sold into triple figures. In all the time and quantity I have had 3 returned broken.
These were sent back to the manufacturer for inspection. I have seen in my time many broken Detroit lockers, this though, not always the fault of the locker. These can break because of half shaft failure. For example, if you are on hard ground and a shaft breaks, the same side can be shock loaded and cause damage to one of the clutches. This will either cause hairline fractures or break the teeth on the clutch.
It is then time to spend money (if out of warranty and it is accepted by Eaton for a repair) for a new clutch. It is always a good idea to have the centre cam and spider assembly magna fluxed.
Springs can also break from time to time, these are not expensive to replace but I have only seen 4 broken in approximately 5 years.
In a nutshell, these are normally bullet proof but like everything else, not unbreakable. They are perfect for vehicles going to and from work, green laning and some tame and some aggressive off roading.
For further advice or more information, please feel free to call or e mail.
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DETROIT TRUETRAC#
Truetrac options available in the following :
10 spline Rover axle front or rear
24 spline Rover axle front or rear
24 spline Salisbury axle
Please note that Truetracs are directional and are designed to be fitted into the appropriate axle, Fronts can be converted to rear and vice versa.
The Detroit Truetrac is known all over the world. Now manufactured by Eaton transmissions who recently bought out Trachtech incorporated.
The Truetrac is a torque biasing limited slip differential, available in 10 or 24 spline, front or rear. Advice should be sought by anyone wishing to fit one. Please feel free to telephone for advice.
I receive so many calls asking how a Truetrac works, so for those of you who do not know, here goes.
Please also see the text at the bottom of this page for more technical information.
With a Truetrac, when one of the tyres starts spinning faster than the other due to a lack of traction, the worm gears on that side screw out and start to press against the inside of the case, which causes it to slow down (or prevents it from speeding up depending upon how you look at it) and in the process prevents the torque in the powertrain from being dissipated via the path of least resistance. Think of torque in the powertrain as electricity, it will always follow the path of least resistance. Torque will do exactly the same thing, which is why an open diff operates exactly opposite from how you would want it from functioning off road and also why a traction enhancing diff works so effectively (especially in a vehicle that originally had open diffs). Many people do not know that when an open diff looses traction and starts to over run the other side, if it has no resistance, it will spin at twice the input speed. This is why cross shafts have a hard time with aggressive off road driving i.e. they can't handle the shock loads of the torque transfer. Truetracs have a 3 to 1 torque biasing ratio. I translate this to you by restating it as a Truetrac can transfer about 75% of the available torque to the tire with traction. This is less than a full locking diff, which can transfer 100% but it's a damn site more than zero i.e. an open diff.
I hope that helps and makes sense. Now, there are Truetracs for the front and Truetracs for the rear. The gears in the Truetracs are cut primarily for strength and are directional. Although they allow for reverse rotation, example reversing etc, the front units must be used in the front axles and rears in rears.
It is possible to make a rear into a front and vice versa, this is a matter of removing gears from one side to another and turning them around so they are driven on the opposite side. Torque settings are critical when rebuilding the Truetracs and so are a few other factors. This can be done in our workshop or the technical data can be provided.
I would advise not to do this with a unit under 12 months of age as it will void the warranty.
MY PERSONAL OPINION
Truetracs are a very nice piece of kit. These really are very strong, tough, rugged and reliable units indeed. With a manufactures warranty of 100.000 miles you cannot go wrong.
I have only ever seen one broken and this had been in a vehicle for quite some time used for racing where constant shock loading and bigger then normal engine size/tyres have been used.
GOOD POINTS
Helical worm gears (no clutch plates to wear out) (some clutch plate driven lsd’s are very good). 100.000 mile warranty.
BAD POINTS
Cannot think of any ☺
They score 10 out 10 with me.
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DETROIT TRUETRAC ALONG WITH THE DETROIT LOCKER
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| SIDE VIEW OF A 10 SPLINE DETROIT TRUETRAC |
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TOP VIEW OF A 10 SPLINE DETROIT TRUETRAC
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| AN EXPLODED VIEW OF THE DETROIT TRUETRAC |
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| DETROIT TRUETRAC BUILT INTO A SECOND HAND DIFF |
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DETROIT TRUETRAC BUILT INTO A SECOND HAND DIFF
Below are 4 pictures of the Detroit Truetrac for the Salisbury axle |
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FURTHER READING
This limited slip differential will not permit one wheel to spin uncontrollably while the other sits stationary. Rather, the Truetrac always distributes some torque to both wheels. On the trails and on the road, the Truetrac will permit you to steer the vehicle exactly where you want. The Truetrac is a drop-in replacement for the weak open differential. The Truetrac requires no special lubricants for proper operation. Most limited-slip differentials are clutch operated and require special friction modifiers for optimum performance and the clutches wear out with use. The Truetrac, however, is a gear-operated design and requires no special lubricants for proper operation. Furthermore, the gears do not wear any faster than the gears on the open differentials.
The Truetrac also makes the vehicle want to track very straight, solving the loss of caster problem on lifted vehicles without the attendant driveline vibrations or safety hazards caused by chopped, angled, and welded radius arms
The rear Truetrac operates in an identical fashion to the front version and provides more traction than any open differential, as well as providing additional strength. The rear Truetrac will not provide as much traction as a true locking rear differential, but much more than most people believe. The rear Truetrac is an excellent choice for those that want more traction than an open differential will provide but who are reluctant for whatever reason to fit a rear locking differential. This is a drop-in replacement for the rear differentials.
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RING & PINION RATIOS#
Ring and pinion ratios are now available in more than just the standard Land rover 3.54:1 and the 4.7:1.
With more and more demands on vehicles, tyre sizes and bigger engines etc I am able to offer ring and pinions to suit almost any application.
The ratios I am able to offer are:
2.83:1 – 3.54:1 – 3.8:1 – 4.1:1 – 4.11:1 -4.7:1 – 4.75:1
3.9:1 and 4.2:1 (limited second hand stock)
2 new ratios coming soon.
I also offer a specially imported 4.75:1 with front and rear directional crown wheels that have been cryogenicly frozen for ultimate strength.
Please scroll down for more information
Some of these ring and pinions are up to 100% stronger then the standard Land Rover ring and pinions and they go through special treatments to provide ultimate strength. Please do not be under the misconception the stronger ring and pinions are unbreakable, they are not.
For further information and advice to which ring and pinion ratio may suit your vehicle and application, please telephone or e mail me.
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| Above is the 4.11:1 ring and pinion |
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| Above is the genuine Land Rover P38A ring and pinion |
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| Above is the genuine Land Rover 4.7:1 ring and pinion |
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| Above is the genuine Land Rover 3.54:1 ring and pinion |
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| Above is another variation of the 3.54:1 ring and pinion |
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| Above is the early type 3.54:1 ring and pinion |
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Above, KAM 2.83:1 – 3.8:1 – 4.1.1 – 4.75:1 ring and pinions Individual pictures are below.
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| Above from left to right is the 2.83:1 the 3.8:1 and the 4.1:1 The 4.75: will be added at a later date. |
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KAM 4.75, 4.1, 3.8, 2.83 ratios for Land Rovers
KAM are a major manufacturer of Motor Sport, Land Rover and Vintage vehicle crown wheel and pinions, and they have been selling gear sets worldwide over the past 15 years. They have supplied Ford Motor Sport (Boreham) and Land Rover (Solihull) direct with crown wheel and pinions for special projects and contracts and supply many off road teams, not only with gear sets, but an extensive range of axle parts.
They now have an extensive network world wide of distributors for the supply and fitment of gears sets.
KAM Quality
All KAM gear set are made from the best steels and are made from dedicated drop forgings. Heat treatment is carefully controlled and each gear set is matched and calibrated in a Gleeson lapping-in machine for optimum set up. In this process, lapping paste is applied to each gear set and then run up to speed until a perfect tooth contact pattern is achieved. This process produces a perfect matched gear set. The pinion deviation is then calibrated and marked on the pinion end of each set. All these process combined produce very high quality, stronger and reliable gear sets in our range of 40 + types.
Largest Range Of Gear Sets In The World For The Land Rover
KAM were the first to produce alternative crown wheel and pinions and completed our initial research through a DTI development grant. They spent 6 months working on 3 different ratios to gain strength and a range of gears sets that are required for today's engine BHP enhancements and off road ratio requirements. In 2001 they added the 4.75:1 ratio to the list of gear sets. This is now one of the best sellers in the Land Rover range, being ideally suited to the SIMEX type tyres. The KAM gears are now fitted world wide to competition heavy duty and military vehicles.
Please find below a list of our gear sets KAM currently produce:
Ratio Strength Increases
4.75:1 Land Rover gear set are 50% stronger
4.1:1 Land Rover gear set are 25% stronger
3.8:1 Land Rover gear set are 70% stronger
2.83:1 Land Rover gear set are 28% stronger
Shot peening and tooth polishing.
(Please see bottom of page)
We are now offering a specialist shot peening and tooth polishing process which increases the fatigue life of the gear set by +200% and strength by + 30%.
The gear sets go though 3 operations. They are shot peened twice with 2 different media and then ultrasonic polished. The same process is used on F1 gear sets.
We only recommended this if you have an engine that produces above 300 BHP and undertake professional racing.
We hold some gear sets in stock already shot peened. If we do not have stock then there is a 3 to 4 weeks lead time, as we have to have this type of work processed in batches.
As well as the KAM 4.75:1 ratio ring and pinion, I can offer the following.
BELOW ARE SPECIALY IMPORTED 4.75:1 RING AND PINIONS
Cryogenic freezing process to provide ultimate strength.
Technical details are below.
These are directional crown wheels for front and rear axles.
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SUPER STRONG 4.75:1 RING AND PINIONS
See below for more details |
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| SUPER STONG 4.75:1 RING AND PINION DIRECTIONAL FRONT |
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| SUPER STRONG 4.75:1 RING AND PINION DIRECTIONAL REAR |
I think that it is fair to say that anyone selling any product should have all of the answers that a customer may want to ask.
I have been asked to import for these 4.75:1 ring and pinions to supply the United Kingdom and European market. I would not sell anything if I was not confident in the product and know all of the technical information that is available. I have written some information out below for you to read through, there are some very interesting questions and answers at the end section of this page.
Reverse rotation - a Crown wheel and pinion gear is directional. They have a drive side to the teeth and a coast side to the teeth. The drive side of the teeth are 25 to 30% stronger than the coast side. The rear differential when the vehicle is going forward. This means that you are driving on the drive side of the teeth. Many people do not realise that the front diff is running backwards (when you are going forward). This means that you are driving on the coast side of the gear and hence you loose 25 to 30% of the gear strength. By reversing the cut of the gear you correct this issue i.e. the front is now driving on the drive side of the teeth and hence you gain this strength. Another advantage is a crown wheel and pinion gear with the appropriate cut, going forward will push the pinion gear into the housing and hence put all of the pressure on the larger and better lubricated inner pinion bearing instead of the smaller and not as well lubricated outer pinion bearing. What this means in practical terms is the pinion bearings will last a lot longer in a front diff
with a reverse cut gear.
Cryogenic freezing is a stress relieving process. It reduces/eliminates residual austinite resulting from the normal heat treating process. It also tightens up the grain structure of the material which has the benefit of reducing wear. The benefits vary depending upon the quality of the material in question. The ironic thing is that you get more benefits with lower grade materials. As an example, you are wasting your money if you cryo double refined aviation grade material that is correctly heat treated. On the other hand, there are huge benefits from cryoing brake rotors. Crown wheel and pinion gears use a medium carbon/case hardening steel. It is in the middle of the range as far as quality goes. A conservative estimate is that cryoing crown wheel and pinion gears increases their durability about 10%.
The 4.75:1 front gear is 25 to 30% stronger than other ring and pinions due to the reverse cut.
The cryogenicly treatment of the 4.75:1 gears boosts the durabiltiy conservatively 10%. I think this is important because a 4.7:1 or 4.75:1 pinion gears is getting pretty small.
There have been several sets compete in the SIberian Challenge with no breakages.
They are manufactured with the correct offset so you do not need to use a spacer ring. The gears are designed to use the 3.54:1 mounting position, which is what you need for any of the aftermarket carriers such as ARB and DETROITS
QUESTIONS AND ANSWERS
I asked the company who supply these to me a few questions so that I may pass this information onto the customer.
Where are they made (I assume Canada) I do not wish to know the exact location, just the country.
Actually, they are not made in Canada, although I prefer to not disclose the country of origin as this is a bit of a trade secret. I can say that they are made by a company that manufactures CW&P gears to a very high standard. They are an OEM supplier to Nissan as an example. Believe it or not, OEM CW&P gears are usually of a higher quality than aftermarket gears (at least over here) so when you are describing aftermarket gears, you compare them to OEM gears i.e saying they are the same quality as an OEM gear is a compliment. Land Rover gears are somewhat of an exception. The LR OEM gears are not bad but they rush the final lapping stage, which is why they generally set up with a very tight backlash. High quality CW&P gears usually have backlash in the .08 to .12 thou range. I can confidently state that my gears easily exceed OEM quality. If you are asked the question of the origin, I would leave it nebulous and just say they come from Canada, which is technically true.
What are they made of?
I have been told but this remains a secret (sorry folks)
How are the teeth formed on the crown and pinion, i.e. forged?
The entire gear is made from a forging not just the teeth. I believe this is standard procedure for CW&P gears. I suppose you could make these gears from unforged billet but I think they would be pieces of crap. The individual teeth are machined from the complete forgings.
What process do they go through, i.e. heat, peening, cryo etc?
These gears are heat treated as are all CW&P gears. Again you could not - not heat treat them as you would not make it out of your driveway if you didn't. The trick on heat treatment is the quality of the heat treatment. The heat treatment is done by SECO-WARVICK Gas Atmosphere Furnaces. CW&P gears are heat treated to a very high level (approximately Rockwell 62) as the very hard surface give a much better wear quality. The downside to a high Rockwell rating is the material becomes brittle and more subject to failure from shock loading. In the USA, some gear companies make special drag racing gear sets. They are much more resistant to shock loading but they are not recommended for street usage as they will only last 5000 miles before they are completely worn out. As you can see this would be completely impractical for our applications.
We used to shot peen our gears when they were made by another manufacturer. The primary importance to shot peening gears is to remove the machining marks between the teeth. During heat treatment, sharp edges heat treat unevenly and are prone to form stress cracks, which lead to broken teeth. Our current manufacturer has more modern equipment and as you can see, there are almost no machining marks between the teeth. We also cryogenicly treat them which stress relieves them.
Speaking of Cryogenicly treating gears, all of out 4.75 gears are cryoed. Cryoing, eliminates the imperfections in the heat treat process (there is no such thing as a perfect heat treatment). It does this by eliminating the residual Austinite left over from the heat treatment. Austinite, refers to the grain structure of the material. When you heat treat steel, it changes grain structure. The base state of unheat treated steel is called Ferrite, as you heat it, it turns into Austinite and then finally Martinsite, which has the best grain structure i.e. small tight crystals. If you cool the material very quickly (called quenching), you lock the material in the Martinsite state but obviously it is not a perfect process and you have residual Austinite, hence the advantage of cryoing.
Cryogenic treatements conservatively increase the durability of the material by 10%
How much stronger are they than a standard 4.7:1 land rover ring and pinion?
I would estimate a minimum of 50 to 100% stronger although I have never done any destructive testing. I realize this is a big range but here are the reasons I base this estimate on:
1) coarser tooth count i.e. thicker teeth 8x38 vs 10x47
2) Grade 8 3/8 UNF ring gear bolts not the grade 5 vintage BS bolts, which are pieces of crap.
3) Eliminates the need for a spacer ring when you are using a high performance carrier (Detroit or ARB)
4) Salisbury size pinion nut
5) Reverse rotation front design - 25 to 30% increase in strength.
Let me say a few words about why a reverse rotation front gear design is stronger. As you know, CW&P gears have a drive side to the tooth and a coast side. Ideally, you want to run on the drive side because it is simply much stronger - about 25 to 30%. A standard rotation gearset running backwards in a front diff is running on the coast side of the gear. When you reverse the rotation, you are now running on the correct side of the tooth.
How much stronger than a standard 3.54 ring and pinion?
This is a little harder to estimate again remember I haven't done destructive testing. The thing going for a 3.54 gear is that the pinion gear is larger. I actually don't think this is as much of a factor as it might seem. My experience is that most of the broken gears I see have teeth stripped off of the ring gear not the pinion gear. What I tell people that ask me is that my rear 4.75:1 gears are at least as strong as a rear 3.54:1 The reasons are as follows:
1) Coarser tooth count i.e. thicker teeth 8x38 vs 13x46
2) Salisbury size pinion nut
I feel I can confidently state that my 4.75:1 fronts are significantly stronger than a front 3.54:1 because of the reverse rotation design.
This is in addition to the coarser tooth count and the large pinion nut.
Another huge advantage to emphasize about the reverse rotation front gears is that you get significantly longer pinion bearing life. Here is the technical reason why. A rear differential with a standard rotation gear going in the forward direction is pushing the pinion gear into the housing. This is good because the inner pinion bearing is much larger than the outer pinion bearing and it is much better lubricated. Remember that a front differential is actually running backwards so a standard rotation gearset running backwards (going forwards) is actually being pulled (or attempted to anyway) out of the housing. This puts all of the stress on the much smaller outer pinion bearing which is not as well lubricated. When you reverse the rotation of the front gearset, the gear is now being pushed into the housing going forward, with the benefit of the load being on the bigger, better lubricated bearing.
I hope that answers anyone who is interested in purchasing these gears. I am always able to answer any further questions.
SPECIAL NOTE ABOUT SHOT PEENING
I understand that it is pointless to shot peen a gearset after heat treatment. It is nonsense to shot peen a gear after it is heat treated, which is what some companies do. The major advantage of shot peening is that you smooth out the surface so you get a much more uniform heat treatment on the surface so stress cracks do not develop as easily and this is why most drivetrain components fail under extreme usage.
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P38A#
Range Rover P38A differentials are available in either the 2 pin or 4 pin options (pictured below).
All P38A differentials are the same apart from the ones fitted into the rear of the 4.6HSE. These incorporate the 4 pin diff. All the others have the 2 pin diff.
Some front axles were fitted with directional crown wheels (excellent). Land Rover do not make these anymore so the standard crown wheels are used (this is fine).
I am normally able to offer second hand units and/or reconditioned units.
Second hand units are removed from vehicles that have normally been accident damaged or stolen recovered. These are fully checked over and fitted with a new oil seal. There is no guarantee with a second hand differential, however, if any second hand differential is purchased and there is a problem reported with it within 48 hours, it will be replaced for another at no cost to the customer.
Reconditioned P38A differentials are completely stripped down to a shell and rebuilt with all genuine Land Rover parts. Parts include a new ring and pinion gear set, all 4 bearings, oil seal, mud shield, and drive flange if required. Pinion heights and pre loads reset with absolute precision. The units look and work like brand new. A full 12 months unlimited mileage warranty on parts is provided for peace of mind.
Pictures below are what to expect from reconditioned/remanufactured units.
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| Above is a 4 pin P38A differential ready to build |
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| Above and below are the rebuilt P38A differential |
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| Boxed up and ready to go. Purpose built heavy duty boxes to ensure your differential arrives as safely as possible and intact. |
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FOUR PIN DIFFERENTIALS#
Four pin differentials are now available in either second hand or brand new options. Not everyone knows what a four pin differential is and why it is much better than the standard 2 pin, so I will explain.
A standard 2 pin differential pictured below has, as you can see, 4 gears, 2 plant gears and 2 sun gears (often referred to as planet gears). Only one pin, even though it’s called a 2 pin diff.
In many applications, 2 pin differentials are not up to the job or in simple terms, not strong enough. They are perfect for the normal on road going vehicle and some gentle green laning or light off road use. Many of you reading this will know all to well that they can break easily. The reason for this is as follows.
What is known as the differential carrier, houses the 4 gears. The gears do not move around while the vehicle is being driven in a straight line. They only move when one wheel on any axle is turning at a different speed to the opposite wheel. The gears then rotate around to allow the different wheel speeds, hence the name, differential.
For normal road use, these work fine. But, when the vehicle is being driven off road, circumstances change.
For example, if one wheel on the same axle is allowed to spin much faster than the other maybe due to the vehicle being stuck/lack of traction, all of the torque is diverted into the centre of the diff where the gears do their job. They spin around very fast, throwing all of the oil off them which causes the centre pin to overheat and break due to poor pin and carrier design.
This often results in the gears being spat out of the diff pan and a few hours of repair. Not much fun in a cold muddy field.
Now, for those of you who wish to prevent breaking your differentials, a 4 pin diff will solve your problem. A 4 pin diff will not provide any more torque to the wheels but it will stop your centres from breaking. DO NOT be under the misconception that they are unbreakable but I have never personally heard or seen one broken in six years. It is fair to say that parts do wear over a period of time (like anything else mechanical) but they can be re shimmed or gears replaced as and when required. This is something that I have never had to do or seen need doing.
As you will see from the pictures below, a 4 pin diff is totally cylindrical with no exposed gears. They have six gears inside and 2 pins. This basically spreads the same amount of load of twice the area. Unlike the 2 pin differentials, they are able to retain oil inside them for longer periods of time and with the design of the pins, they also allow oil to penetrate down the pin ends keeping the gears lubricated and cooler, hence no/little breakages.
For any more information or advice on 4 pin differentials, please feel free to telephone me or contact me by e mail.
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| A standard 2 pin differential. |
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| Above is a 4 pin centre fitted into a metric casing |
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| Standard forged 15.6mm pin |
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| Above is a heavy duty 4 pin diff (photo from rear) |
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| Above is a heavy duty 4 pin diff with 19mm pins |
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| Heavy duty 4 pin differential |
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You will note that this 4 pin diff has 12, 12.9 bolts holding it together as opposed to the 8, 8.8 bolts used to hold the Land Rover 4 pin diff together.
These 4 pin differentials are also upgradeable to limited slips and or lockers. |
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SECOND HAND DIFFERENTIALS#
I normally have a large stock of reliable second hand differentials for most Land Rover vehicles apart from the Freelander.
Differentials are sold normally on an exchange basis but an outright sale is not a problem for those who do not have a unit to return. This may not always be possible and will depend on stock levels.
All of the second hand units I sell are fully checked over. This includes a visual inspection of the ring gear and pinion, centre kits together with having a new oil seal and mud shield fitted to ensure you get a good unit.
The second hand units we sell are normally removed from accident damaged vehicles, stolen recovered vehicles and vehicles that have been broken for parts.
These differentials are normally removed from the axle and stored in a clean environment. You will not receive a differential full of mud or dirt in the gears.
There is no warranty with a second hand diff but, if you fit it and there is a problem, we will send you another one at my cost and arrange collection of the first one I sent you. If it's no good, I will not sell it.
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DIFFERENTIAL PARTS#
For those of you who wish to build or repair your own differentials I am able to supply almost any part for the Land Rover differential production and produced vehicles.
I hope to compile a comprehensive parts list over the next few months but if you need anything in the meantime, please feel free to e mail or telephone for a price.
Here are some of the parts kept in stock:
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| I supply and fit Timken bearings (as used by Land Rover) |
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| Genuine parts available |
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| More genuine parts |
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| Associated parts also required |
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| Drive flanges, seals and mud shields in 5 options |
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| 24 spline gear set |
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10 SPLINE SHAFT Vs 24 SPLINE SHAFT#I am sure many of you have heard many stories and pub talk about which shaft is the best, which diff is the best etc. Well there is no such thing as the best diff as it is always a good idea to select the type of differential you need when you have identified what you are going to use the vehicle for. So, off roading then, but in what form?Green laning?RTV?Pay and play?Family fun days?Comp safari?Serious and/or aggressive?Competitions and/or challenges?The list goes on and on.A quick word about differentials before continuing with the subject of half shafts. Uprated differentials fitted into vehicles don’t necessarily mean that it will be used for off roading. Previous customers who suffer or even lucky enough to encounter snow and ice on a regular basis choose to fit limited slip differentials as these will outlast and outperform any standard 2 pin differentials. So many questions, but wouldn’t it be good to put the right components in first time to save yourself the job of having to replace it again and maybe again? Of course it would. I could sit here and type for hours on what type of differential to use under curtain circumstances but I will save my fingers and ask you to telephone for advice. Now, with relation to shafts, here are a few facts. There are single piece shafts and double piece shafts. Single piece shafts have a solid cap on the end. Double piece shafts have a separate drive flange normally held in place with a circlip. So, with relation to half shafts, many of you will know that they snap, twist, break, but why? Normally it is because the tyre size has increased in diameter and or width. The bigger the tyre then the more stress it has on the half shafts. It is fair to say that if you uprate the tyres you should uprate the shafts and ideally the differential. 10 spline shafts are not as strong as 24 spline shafts but there are advantages and disadvantages of both shafts. 10 spline shafts generally do not have much give in them. They normally break at the first sign of trouble especially when larger size tyres are being used depending on your driving techniques. 24 spline shafts are definitely stronger than 10 spline shafts. As an example, the rear 24 spline standard Land Rover shaft can twist up to 720 degrees before failure, yes, two full revolutions. The only disadvantage to this is that the shaft when breaking can release a huge amount of energy as it tries to twist back to its original state. In the process it can sometimes damage the differential depending upon what is fitted and whether the vehicle is on soft or hard ground at the time. Half shafts are available in standard 10 and 24 spline options (second hand or brand new) along with strengthened 10 and 24 spline options. Please see our Half shafts and CVs navigation link for more details. BACK TO TOP
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DIFF LOCKS & 4 WHEEL DRIVE#
I receive so many calls and e mails from customers who are not entirely sure what four wheel drive and diff lock is or the difference, so I shall attempt to explain.
Let’s take for example a Range Rover classic, Defender or Discovery 1. These vehicles have permanent 4 wheel drive and a centre diff lock. Many people get confused into thinking that a Series 3 for example in four wheel drive is the same as a Range Rover classic with permanent four wheel drive, not so.
With a vehicle that has permanent four wheel drive, the transfer box provides torque to both prop shafts but not always equally. For example, if you are on slippery surfaces such as mud or ice and you become stuck, you may find you only one wheel rotating and the vehicle stationary. This is because the particular wheel rotating has found the path of least resistance (see the link Detroit Truetracs and read how a truetrac works for more info).
If the centre differential lock (diff lock) is engaged then the power to each prop shaft is divided 50% to the rear prop shaft and 50% to the front prop shaft. This will the guarantee both prop shafts to rotate and actually give 2 wheels to rotate at the same speed as opposed to 1 wheel. The other 2 wheel can still remain motionless as they will have more resistance than the two rotating wheels.
By engaging the differential lock you will ensure one wheel on each axle will rotate, normally opposites.
The only way to guarantee more than one wheel to rotate per axle is to fit axle diff lockers.
Now, for those of you who have Series Land Rovers such as a 1, 2, 2a or 3, you should have selectable 2 and 4 wheel drive via a lever with a red knob. The yellow knob is for hi and low range gearing, (I think that is the right way around).
These vehicles are driven all the time via the rear prop shaft for normal road use. By selecting 4 wheel drive, you effectively have the same as a centre diff lock. Selecting 4 wheel drive in your Series land rover will proportion 50% torque to the rear prop shaft and 50% to the rear prop shaft allowing at least 1 wheel to rotate on one axle.
The only problem with only having a centre diff lock is this. Let’s say for example you have you vehicle with the two left wheels on ice and the other two on concrete.
Even with the diff lock engaged or the 4 wheel drive selected the vehicle can end up going know where. The reason for this is stated above, but for those of you who skipped it, the wheels will rotate with the least amount of resistance leaving the vehicle stationary.
How to operate your centre differential lock.
It is always advisable to refer to the manufactures handbook, but, in the short, here is how it should be done.
It is always advisable to ensure that the vehicle is stationary and no wheels are rotating. Engaging you centre differential lock with wheels rotating can result in serious damage. Think of it like this. Engaging your centre differential lock during wheel rotation can be like trying to put your car into gear without using you clutch.
So, with the vehicle stationary, select your differential lock by either pulling up the small black knob (vacume operated old type) or pushing the transfer lever over to the left hand side (later type). This will provide more torque to your axles. Disengaging is the opposite. If your vehicle becomes stuck in diff lock, simple straighten your wheels and drive in reverse until your diff lock light goes out. This will unwind the transmission. If you have heard that you should have your wheels turned whilst reversing, this is nonsense.
I hope that has cleared a few things up.
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HALF SHAFTS & CV'S#
Heavy duty half shafts available in 10 or 24 spline. (no alterations)
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M300 aerospace spec heavy duty 10 spline shafts for front and rear
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| M300 aerospace spec heavy duty 10 to 24 and 10 to 23 spline ends |
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| Above are KAM heavy duty shafts, 24 to 24 spline ends (rear) |
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| Above are KAM heavy duty shafts. 24 to 24 spline ends (rear) |
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Different types of shafts available including;-
FRONT – REAR – RANGE ROVER – DISCOVERY – DEFENDER –
SERIES SHAFTS NOW AVAILABLE |
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| Above is the KAM 10 hole with twin PCD |
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| Standard and heavy duty, narrow and wide flanges available |
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For full details on half shafts and CV kits, please telephone or e mail for full details.
Please also consider Ashcroft shafts and CV kits, see their website for details. Ashcrofts shafts and CV kits now available direct from us complete with 5 year warranty.
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KAM LOCKER & PRODUCTS#
The KAM range of off road products goes on and on. You do not need to be a serious competitor or off roader to use any of the KAM range but if you are doing competitions or serious off roading then any of the KAM products manufactured should meet the specification you require.
With motor sport taken into consideration during design, KAM offer a wide range of products including the following.
Heavy duty 24 spline shafts, heavy duty driving member flanges, heavy duty CV kits with fused stub shafts, 4 pin diffs, limited slip diffs (fully adjustable to suit individual requirements) the well know KAM locker, many ratio ring and pinions and much more.
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Above are the individual components for the KAM LSD/Locker
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| Locker comes complete with heavy duty half shafts |
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New KAM Diff Locker for the Land Rover Axle
KAM Differentials have taken out a worldwide patent on a new diff locking system. The new KAM Locking system has evolved from the previous air and cable operated versions to a 12v solenoid engagement and now offers a significant improvement in operation, installation, performance and price.
Added to this is the extensive range of KAM crown wheel and pinions, strengthened half shafts and CV conversions. We can offer you a full range of axle related up grades, available from one company.
Following the successful development of the new diff locker system for the Spanish Military Santana PS10 vehicle, we have now been able to transfer the technology into the commercial and domestic markets such as Land Rover, Suzuki, Transit Van and Toyota.
New Activating mechanism
The New Diff Lock is now electrically controlled via a switch in the cab, which operates a heavy duty solenoid located inside the diff pan. A newly designed removable diff pan houses the entire operating system and does not protrude from the axle, as the old version used to. All parts will be supplied in the kit to do the job completely. You simply cut off the old diff pan and weld the new mounting ring in place. If you can not weld then we have developed a Large Tube of Bonding Compound 200g. No welding required, just apply to the back of the mounting ring and leave to set. Setting time is approximately 2 hours.
The new diff cover bolts on to the new ring and all parts are easy to add or remove. To strip and prepare the axle will take 1.5 hours (rear). To install the KAM heavy duty 4 pinion carrier, shafts and cabling to the cab will only take around 3 hours. The ABS diff case is 6 mm thick and is stronger than the original steel one.
Rock slider and diff guard
If you participate in rocky or hazardous terrain, we will be introducing a rock slider and diff guard in one. This attaches to the underside of the diff unit and then locates on to the 3 location points on the outer side of the KAM mounting ring. With motor sport taken into consideration during design, KAM offer a wide range of products including the following.
Heavy duty 24 spline shafts, heavy duty driving member flanges, heavy duty CV kits with fused stub shafts, 4 pin diffs, limited slip diffs (fully adjustable to suit individual requirements) the well know KAM locker, many ratio ring and pinions and much more.
I am able to offer all of the KAM range of products at a very competitive price.
With every product, there are good points and bad points. KAM differentials are always willing to hear feedback on good and bad points. They will always listen and take on board to try, if required to improve the products as and where required.
I cannot fault the KAM limited slip differential, the 4 pin differential, CV kits, half shafts etc. I have sold many with no complaints. If there is any customer feedback good or bad, please feel free to e mail me with you comments and I will gladly pass them on to KAM.
Below is information and pictures of several of the KAM range of products. If you need any further information, again, please feel free to send and e mail where I will try and give a straight forward comprehensive reply.
Locker and LSD Combinations
All the KAM heavy duty 4 pinion carriers are based around a 3 part carrier which is pictured below. This new 4 pinion carrier is a versatile unit. The standard Diff Lock kit includes the 4 pinion HD carrier which has the option of being fitted with an LSD upgrade pack as an optional extra.
By simply removing the blanking plates inside the diff carrier and replacing with a pair of clutch packs and modified sun gears, the HD carrier is transformed into a Limited Slip Differential. This will give the customer the versatility for their off roading and race needs. The clutch plates can be pre-loaded via adjuster grub screws and there are 3 different combinations of fitting the clutch plates to give a fully adjustable LSD. If the Heavy duty carrier is purchased separately, the customer can at a later date upgrade the carrier to either the KAM locker or to the LSD unit without having to purchase a complete new unit.
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| The awesome 4 pin differential |
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| Available for the P38A and post 2003 Defender 110 |
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| Upgradeable from the 4 pin to an LSD and or Locker |
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| Heavy duty pressed aluminium diff cover |
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| Available in 6mm wall polycarbonate (not as weak as some people believe) |
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| KAM 10 hole twin PCD heavy duty flanges |
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| Heavy duty flanges available narrow or wide. |
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Details on CV’s and or complete kits available upon request
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New KAM Land Rover CV Conversion 32 to 23 Splines
The Conversion
In almost all cases, vehicles from 1998 are fitted with 32 spline half shafts and matching CV joints. KAM Diffs produce a different splined CV which means that you can fit our well proven 23 spline KAM strengthened half shafts to the newer type axles. This conversion makes the shaft 31.69% bigger that the original 32 spline shaft. Added to this is the unique "Fusible" stub shafts which are fitted to protect your CV's, half shafts and differential. It the vehicle is pushed beyond a pre set limit then the Fusible shafts simply brakes. These can be supplied with different levels of "undercuts" (Braking points) to suit the individual performance characteristics of your vehicle (engine / tyre size etc).
Fusible Stub ShaftThe fusible stub shafts always break at the same point every time (without leaving any swarf), just behind the driving member flange. To change them is simple, just remove the 5 flange bolts and the end of the stub is visible and can be removed. The whole process only takes approx 5 minutes, which is very convenient when competing in an event.
KAM Strengthened Shafts. New Improved Type 2005
They are 24 splines on the diff end and 23 splines on the CV end. The 32 splined standard shafts cannot be made very much stronger because they simply do not have the diameter or cross section material area that is required.
23 spline shafts are 31.69% bigger that the 32 spline shaft.
32 spline is 541.95 mm 2
23 spline is 713.71 mm 2
KAM shafts have been used extensively for the last 14 years in top off road and competition vehicles and they used the best material to obtain around a 35 to 40% increases in strength. Recently we have undergone 14 months of extensive testing for an application for the Spanish Military with the Santana PS10. From the results of this testing we have improved the type of heat treatment used to give 5 to 7% better shaft then produced before. To date we have now supplied over 3700 shafts
HALF SHAFTS
See also our Half shafts and CVs navigation link
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| KAM heavy duty half shafts are available for most Land Rovers. |
KAM Land Rover Half shafts
Most Land Rover & Range Rover Types made. New 110 1994>.
( Not S111 at present - 2006 )
Strengthened KAM Diffs Half Shafts
KAM use a far better steel than the original shaft and also use a more controlled heat treatment in the production of the KAM shafts. This combination gives the KAM shafts a better flexibility and about 40% increases in strength. There are very few breakages of our shafts and they are considerably better priced than our competitors. The KAM shafts have been used for the last 15 years in many trial and competition vehicles world wide. We have also recently made a batch for the Spanish military for the PS10. They have performed well in tests and we have won a contract to supply our specification shafts with our new diff locker system. Initially the supply was for 750 diff lockers and 1500 shafts for Jan to April 2005. We are now supplying 1100 more lockers and 2200
shafts in 2006.
KAM Strengthened Shafts Front ( 2 Spline Types on CV End )
They are 24 splines on the diff end and 23 splines on the CV end. If you have a newer vehicle 1889> then you may have 32 splined shafts on the CV end. The KAM 32 splined shafts are not as strong as the KAM 23 splined version because they simply do not have the diameter that is required i.e.; 23 spline shafts are 31.69% bigger that then 32 spline. The same sizing problem is with the older 10 spline shafts so this is why we do not make the original 10 spline.
We are producing the 32 spline shaft so that our new diff locker can be fitted. Our KAM 32 spline shafts are stronger than the original Land Rover and are good for light off roading and commercial utility work but they simply do not have the strength for high end winch competitions and rock crawling. If you wish to have the 23 spline version then you will have to purchases a KAM CV conversion kit.
Alternatively you can purchases 32 splined shafts but made in Aerospace Steel Spec.
Link to web page KAM CV Conversion:
http://www.kamdiffs.com/cv_conversions.htm
23 spline shafts are 31.69% bigger that then 32 spline
KAM Strengthened Shafts Rear
These are made from the same high quality steel and controlled heat treatment. They are 24 splined on both ends. You may what to bear in mind that if you buy the new KAM diff locker you get the shaft with the locker kit. The new locker is now available.
Link to web page KAM Shafts:
http://www.kamdiffs.com/strengthenedhalfshafts.htm
New KAM Aerospace Steel Specification Shafts
With the increase use of larger diameter tyres and challenge competitions word wide, KAM have been requested by a number of distributors to offer an aerospace steel specification half shaft. The original KAM strengthened shafts perform well and have a long history of value for money and success in competition, but we feel that to offer an option to customers would benefit sales.
News Up Date: The standards KAM shafts have been fitted to a 400bhp diesel racer in the 2005 Welsh Hill Rally. They performed well with no failure and came 1st in the diesel class. We are currently working on these new aerospace steel shafts and hope to inform distributors in the near future when they will be available.
What they will fit?
The rear shaft will fit all Land Rovers apart from:
Series 1, 2, 3 front.
New 110 Rear Shafts
We have just made a batch of 110 rear shafts. There are 2 different shaft lengths. Please give lengths or original shafts when ordering.
1994> Long 957 mm. Short 640 mm
Please Note
1) 10 spline sun gears: If you have a pre 1989< Land Rover or Range Rover you may have 10 spline shafts, so you will have to change your sun gears in the diff as KAM shafts are 24 spline on the diff end or purchases a KAM Heavy Duty Carrier or LSD
Link to web page:
http://www.kamdiffs.com/4_pindiffcarrier.htm
2) Bearing Size On Older Diffs: If you have a pre 1986< Land Rover or Range Rover and are fitting KAM shaft to a standard Land Rover carrier, then you may have to ream (machine) out the diff carrier bearing centre so the new larger KAM 31.4mm shaft will fit. ( This is rare and is not often required even in old axle types) If fitting to ARB, Detroit, or True-Trac the KAM shaft will fit with no modifications.
3) New 2006 TDI 200 / 300 / 500 Rear Shafts: These shafts are around 10mm shorted than the old Range Rover and 90 rear shafts. When ordering please inform us which vehicle type and we will send out the correct length. If you use the wider hubs they will not have to be shorter type.
New 2006 TDI 200 / 300 / 500 Front Shafts: These shafts are 24 spline on the diff end and 32 spline on the CV end. See notes above.
4) Hubs Driving Members Rear: You will have to have new 24 spline hubs if you are fitting KAM rear shafts. (unless you have a V8 90).
5) New KAM strengthened driving member hubs will be available in the next 2 months the old version are OK for most off road work but the new KAM hubs look very sexy and are much stronger (now available).
There are 2 Hub Types:
Narrow on the newer Land Rovers about 1986> Wide on the older ones pre 1986<
To help you choose the right ones here are the 2 widths of the hubs.
Narrow Hub 40mm pcd 47mm
(A punch mark is required on the inner side of the hub, on the shaft, as the hub is 15mm shorter, the shaft can slide out this small amount and pop the cap off).
300 Discovery series onwards Half Shafts
As of January 2006 we will be able to supply a dedicated HD shaft for the 300 series Discovery onwards. The front shafts will fit the standard 300 series CV's and will offer a stronger alternative to the standard LR shaft without stepping up to a full CV conversion. Rear shafts will take the narrow type driving member hubs as pictured above.
FOR KAM RING AND PINIONS,
PLEASE SEE THE RING AND PINION
NAVIGATION LINK
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DIFF PEGGING#
We are now pleased to announce our new and improved method of pegging. As you will see from the new pictures it is a far superior method as previously used.
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Two x M16 bolts which are carefully adjusted
and locked into place with nylocks |
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Phosphor bronze thrust pad which rests
just behind the back of the crown wheel |
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The photo above is a ring and pinion which has lost all of the teeth on the ring gear and all of the teeth on the pinion. The diff pegging did effectivley what is says on the side of the tin,,,,, it kept the ring gear in mesh with the crown wheel instead of breaking just a few teeth from a non pegged diff as pictured below. Furhter reading below will give you some additional facts and help you to decide what to do, of course you can always phone me for a more in depth conversation. |
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Why pegg or not pegg your diff? Diff pegging performs two operations, firstly, to help keep the crown wheel in constant mesh with the pinion and help prevent being pushed away from each other and secondly, to stop or help prevent the differential carrier from flexing which is unlikely if you are using a stronger than standard carrier like an ARB, 4 pin, Truetrac or similar.
If you are not running 300bhp and or running larger that 35 inch tyres you are probably wasting your money. (None of my differentials on any of my Land Rovers are pegged, even on my rock crawler).
Now, for those of you who are constantly breaking ring and pinions it can be a good idea, BUT if you are not breaking ring and pinions, don’t waste your money.
Diff pegging will do exactly what it says on the tin so to speak. It is not guaranteed to stop a crown wheel breaking but it will certainly help to prevent it.
If something is going to break, its going to break, end of story.
For further information or any questions, please feel free to ask.
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10 SPLINE DIFF Vs 24 SPLINE DIFF#
There is a myth that 24 spline differentials are stronger than 10 spline differentials, well not true. 24 spline half shafts are stronger than 10 spline half shafts but the differentials are about the same.
It is fair to say that over the year’s Land Rover changed the grade of material and tooth formation in the gear sets to improve.
So in a nutshell, there you have it. Don’t think by changing to a 24 spline diff you problems of off road breakages will be solved. As I have said, the shafts are stronger so you should expect fewer breakages in that area.
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PROP SHAFTS# Custom built prop shafts. Heavy duty 30 degree wide yokes. Shafts normally delivered within 48 hours of order. Same day service available. Double cardon jointed props if required.
120mm of slip as standard can allow axle articulation at full droop of up to 3 feet. £POA
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OFF ROAD ACCESSORIES & PARTS#
Until I have time to list many of the items I am able to supply, please feel free to telephone or e mail for a very competitive quote. A parts catalogue is available by request. Parts supplied by Land Rover & Bearmach.
SPRINGS – SHOCK ABSORBERS – BRAKE HOSES – OPTIMA BATTERIES – WHEEL SPACERS
WINCHES – WINCH BUMPERS – ROOF RACKS – LIGHTING – SNORKLES - ROCK AND TREE SLIDERS
TUBULAR TURRETS – DISLOCATION CONES – DIFF GUARDS – STEERING GUARDS – TANK GUARDS
CASTOR CORRECTED RADIUS ARMS - CRANKED AND ROSE JOINTED TRAILING ARMS
HI LIFT JACKS AND ACCESSORIES – BULL BARS – BUMPERS – LIGHT GUARDS AND MORE
A large selection of second hand parts usually available.
Please note:- Payment in full is required for any parts and or off road accessories ordered.
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RECONDITIONED AXLE CASINGS#
Reconditioned axle casings
Coming soon and photos to follow I will be offering reconditioned rear axle casings for Range Rover classic, Defender and Discovery.
Included will be:-
1 x new diff pan or optional heavy duty 8mm thick diff pan
2 x new brake discs
4 x genuine bearings
2 x new locking tabs
Oil seals as required
Option of 10 or 24 spline/imperial or metric
ABS option stub axles/abs sensors not fitted
With or without shafts
With or without diff
£ to follow shortly
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I do not at the moment work on Salisbury axles but I am able to supply complete second hand axles. £POA
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CRYOGENIC FREEZING GEAR TREATMENT & CRYO SCIENCE
Many people ask me why cryogenically freeze a gearset, what happens to it and how it makes it stronger. Below is useful reading to anyone who is serious about fitting any of our cryo frozen ring and pinion sets, but in the short, once treated Ring-and-pinion gears can last up to twice as long and make them up to 100% stronger with the average of 50% stronger. It really does make a tremendous difference.
An in-depth look at Cryogenic Gear Treatment
Cryogenics, or deep freezing, has long been revered as a secret weapon for professional rock racers, Trophy Truck teams, and several other real-world professionals outside the four-wheeling community. In short, cryo treatment is a process by which metal is subjected to extremely cold temperatures as low as minus 301 degrees Fahrenheit. The process works on anything made of metal. The time it takes to treat a part relates directly to its mass. Most small parts, such as axles, gears and U-joints, can be treated in several hours' time. The results are, in the simplest of terms, stronger, more durable metal with a much higher yield strength. This begs the question: Why don't all manufacturers treat each and every axle, gear, bearing, or other drive train component before assembly? The answer lies in the cost of the process.
All metal parts have a specific grain structure to them. Think of it like this: Steel under a microscope has thousands of little divisions that interlock together, forming what appears to the naked eye as one uniform metallic part. Here is an example (Fig. A) of what untreated steel might look like under intense magnification. Below is AUSTENITE.
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Notice the long disorganized lines revealing very little complexity in grain structure. This is referred to as austenite. Austenite is a solid solution of carbon and iron that is formed during the quenching phase of metal production. Austenite is weak because it contains few molecular interfaces to help hold the metal together. To demonstrate this, place both of your index fingers together so that the fingertips interlock. Note the amount of force or effort that is required to pull the two fingers apart. Now repeat the same process, but instead interlock all of your fingers together. It doesn't take a rocket scientist to understand that more interlocking surface equals greater strength. When metal is treated cryogenically, the austenite structure is transformed slowly into a highly organized grain structure called martensite. Here is an example (Fig. B) of what martensite would look like under a powerful microscope.
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Martensite is also formed during the quenching phase. However, its concentration in a given mass is a direct function of the lowest temperature encountered during the process. Typically, metal is formed at atmospheric temperature and pressure. Due in part to the techniques currently employed by large-scale metal manufacturing operations, mass-produced metal is quenched the least expensive way possible. This cost savings is good for consumers who don't rely on metal components to get them home after a long day on the trail. At any given temperature of quenching, there is always a certain amount of martensite present, but prior to cryo treatment, the ratio of strong martensite to weak austenite is less than favourable. This untransformed austenite is brittle and lacks dimensional stability, which allows the metal to break more easily under loads. To eliminate austenite, the quenching temperature has to be lowered. At very low temperatures, austenite is unstable and readily becomes martensite.
Improvement in durability (i.e., resistance to wear and fatigue) is around 100 percent (that's double). The typical increase in strength is 30 to 50 percent. As you might imagine, these results can dramatically reduce broken part expenditures. In fact, typical results are a doubling of the time between engine rebuilds, replacement of disc-brake rotors, and gears. Another advantage of cryogenic treatment is the increase in efficiency to dissipated heat. This means engines, transmissions, disc brakes, and gears run cooler.
Some of you may remember our Ultimate Unlimited buildup (Aug. '06). This Jeep LJ received a healthy dose of aftermarket parts including larger tires, high-strength axle shafts, and cryo-treated U-joints. While testing the rig out in Moab during Easter Jeep Safari last year, it experienced a rear ring-and-pinion failure. This was no surprise as standard off-the-shelf gears were no match for the torque loads that Moab's slickrock trails combined with an aggressive right foot. Once back in California, it scored a new set of gears from ***** and shipped them to our friends at ******** in California.
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Cryogenics Frequently Asked Questions
Q. Is the cryogenic treatment a coating process?
A. No, the cryogenic process is a one-time, permanent treatment affecting the entire object. It is not a surface coating. The item is chilled to -300 degrees Fahrenheit using a dry nitrogen atmosphere. This has an effect on the entire structure of the part at the atomic level. You should never have to re-cryogenically treat a part unless it has been reheated to its fluid state.
Q. How long does the process take?
A. A typical treatment cycle will take a minimum of 24 hours. Turnaround times average two days (excluding shipping time), but will depend on scheduling, quantity and size of the order. Large or heavy items, those exceeding 3' x 2' or weighing over 100lbs, may require special handling or longer run times. Please call for more information on large or heavy items.
Q. Do you immerse the parts in liquid nitrogen?
A. No. Our process is completely dry. Parts never come in contact with liquid.
Q. Will the cryogenic process increase hardness?
A. No. There is no significant increase in the hardness of treated parts. Some metals may see 1 or 2 points of increase on the Rockwell scale. More importantly, though, the part becomes more uniform and the hardness becomes consistent throughout the part.
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FLANGE CONVERSIONS##
You may have come across the scenario where a suspension lift has been fitted to a vehicle to find that the 3 bolt rubber coupling constantly has to be replaced. This is because of the angle of the prop shaft meeting the diff. It is not designed with raised suspension in mind and therefore having little movement wears out the coupling very quickly.
I can now supply a part or complete kit which will eliminate the 3 bolt drive flange on the diff together with a replacement prop shaft.
Pictured below is a diff fitted with the 3 bolt drive flange, rubber coupling and prop shaft.
This can be replaced with the following kit. Pictured below consists of the following new parts. 1 x 4 bolt drive flange, 1 x mud shield, 1 x spacer, 1 x oil seal, 1 x nylock nut and M12 bolt. Optional second hand prop shaft also available if required.
How to fit.
Please note: - safety is paramount and these instructions should only be used as a guide and is down to the individual to make sure he or she follows the safest and correct workshop procedure. Please refer to your Land Rover workshop manual for torque settings.
You will need a small selection of tools and some stud lock may be required.
Pictured below is the proper tool to remove the central dowel fitted into the 3 bolt drive flange. Unless you have the proper Land Rover tool for the job you will need to make some sort of a puller to remove it. This is not the easiest of tasks without the proper tool but it can be done with a bit of patience.
Once removed, undo the nylock nut (24mm socket required) or bolt (15mm socket required) and throw them away. Remove the washer and carefully remove the oil seal. Do not remove the tail bearing. If the tail bearing does come out, make sure the shim or shims are replaced back into their original position.
The oil seal that I supply may not look the same as the seal removed but will fit and match the mud shield on the drive flange, this is fine. Make sure that the inner of the pinion housing is clean before fitting the oil seal. The oil seal should be pushed in gently making sure that it is sat flush with the top of the diff nose and also pushed in square. If it does not sit square then the drive flange mating surface will rub and oval it out causing it to leak oil out and water in if wading.
After the oil seal has been fitted, place the spacer onto the pinion sliding it past the oil seal into the diff itself. Then push on the new drive flange, washer, nut and or bolt and tighten to the correct torque.
Simply replace the old prop shaft with a rear prop shaft also available from us. This will fit perfectly and will allow for the suspension lift. No more rubber couplings to replace at a constant cost throughout the year.
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HUB & STUB KITS#
It is possible to convert you front and rear axles from 10 spline and upgrade to 24 spline. This will provide more strength from the shafts and it will also be cheaper to upgrade to heavy duty 24 spline shafts than heavy duty 10 spline shafts should you opt for that at a later date.
The following does not apply to Series Land Rovers, only Range Rover, Discovery and disc brake rear axle Defender 90.
If you have say for example a Range Rover classic or Discovery 1 on 10 spline shafts (solid cap dome/mushroom type as pictured below in photo A) and you wish to upgrade your shafts to 24 spline, then I can supply a complete kit. You can do this easy conversion on you drive etc without having to remove and replace your existing axle. This is ideal when you may need to upgrade your differential to a 4 pin, limited slip or locker.
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| Photo A (old type domed/mushroom cap) |
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The simple conversion takes approximately 30 to 45 minutes per side depending on your mechanical skill level and also having the correct tools to perform the operation. You will need the following. Jack, axle stand, wheel chocks, a selection of single and multi hex sockets both imperial and metric, hammer, flat chisel, hub spanner or similar, container to drain oil into, suitable grease, wire brush, stud lock and a bit of patience. Please refer to your Land Rover workshop manual for all torque settings and please ensure you use the correct grade of stud lock.
I can supply either good second hand kits or recon/new kits which both are pictured below. In option 1 kit you will receive the following, all good second hand parts.
Option 1, please note that you will get both sides as listed below.
2 x stub axles, 2 x wheel hubs, 1 x 24 spline half shaft short rear, 1 x 24 spline half shaft long rear, 10 x half shaft to hub bolts, 2 x new locking tabs, nuts, washer and all required gaskets. You will get the brake disc’s which are not sold with the kit but still attached. It is up to you to decide to use them or not. If they are in a poorer condition than your existing ones, you can simply swop them over and use your originals as the offset is the same. Please note that the offset on the brake disc is the same as the old one so all you need to do is lower the brake calliper back into its original position.
Option 2, new brake discs, hub seals, stub seals, bearings,
locking tabs as well as the following which are all listed below. |
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Photo below shows pre assembled disc to hub with bearings and
seals pressed in so they are ready to fit onto the stub axle. |
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2 x reconditioned stub axles, 2 x reconditioned hubs, 1 pair of 24 spline half shafts, degreased, cleaned and end caps resprayed, 10 x half shaft to hub bolts, 2 x new locking tabs, 2 x half shaft to hub gaskets, 10 x brake disc to hub bolts, complete with 2 x new brake discs, 2 new hub oil seals, 2 x new stub oil seals, 4 x new bearings, nuts, washer and all required gaskets. All bolts are cleaned and blind holes are also cleaned out. All you need to do is assemble these components onto your axle. All components including nuts and bolts are ready to fit and need no degreasing. You will however need to grease the bearings.
(Please ask for prices and bearing options)
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