The salisbury is 24 spline, but front diffs may be 10 spline. So if fitting a front locker you are better off getting a 24 spline version and upgrading the half shafts.Quote:
Originally Posted by eeyore
With open diffs the maximum torque transmitted through the half shaft is limited by the traction at the wheel that has the least traction. This may be none at all if the any wheel is in the air and the centre diff is open.
With the centre diff lock and a cross axle diff lock both engaged, the torque in the half shaft for the wheel with maximum traction can be up to the limit of traction at that tyre (or less if the engine torque multiplied by the reduction gear ratio is less).
Also if you have a wheel in the air which is spinning when it lands, there is a considerable shock load in the half shaft, etc. and is more of a problem with a locked diff.
As you have found, the splines wear at the drive flange. This has been a known issue for many years and is worse with grease lubricated wheel bearings. To improve this, Maxi-Drive Engineering made rear half shafts and flanges with longer splines, increased area of engagement = reduced pressure = reduced wear. So that is another reason to upgrade the half shafts and flanges.
It is also good reason to convert the wheel bearings to oil lubrication (something Land Rover used to have in the past).
Not only is spline wear reduced but wheel bearing life is also improved. When Land Rover converted to grease lubrication, they changed the seal in the hub to a grease seal. This grease seal is not as effective at keeping water, mud and dust out of the wheel bearings.
If you stick with grease lubrication then you maintenance increases. The wheel bearings and axle splines need regular inspection (for wear and contamination), cleaning and re-greasing. Dust that enters the lip of the grease seal causes the wear of the seal surface on the stub axle and the lip of the seal itself.
