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Does anyone know how many of the failures were the "heavy duty" Salisbury that has thicker walls, or even how many were 130's?Quote:
Originally Posted by Steve Td5 130
I understand your other points, but why not use the disco 1 or RRC rear diff instead of the problematic short nose P38 style?
With an aftermarket centre (locker, or torque bias alternative) it will be more robust than the P38.
The P38 is only problematic to keyboard experts,not in real life. Pat
hmmQuote:
Originally Posted by PAT303
Now why did I expect a response like that from you.
Maybe I should take up fishing.
Allowing for the number of years that Salisbury's have been in service and the number of 110's and 130's with them, compared to the usage of the P38 style diff, I am fairly confident of which has the worst track record of failure.
Funny that there is a smaller market for fixes for the Salisbury compared to the P38 style.
Sent from my keyboard :D
No need to take up fishing,I do all my taking from out in the bush,not behind a keyboard,doing the connie sue and anne beadell in three weeks in shock horror,a ford engined P38 diffed factory stock defender.What will you be doing?. Pat
Pat,
Some people are not so lucky. When I'm not sitting behind my keyboard I will be doing something useful.
BTW how many 110's or 130's had their Salisbury replaced under warranty. I note that some have had their P38 diffs replaced more than twice during the warranty period.
Good luck on your trip.
Yes it drops straight in. You will need to lengthen your drive shaft to do so. I paid around $180 from Hardy Spicer to have it done.Quote:
Originally Posted by Landy86
I don't know how often a Sal breaks, there have been a few pictures posted up here usually on heavily laden Defenders, and seem to be 110's. All with no or little history attached. I have seen maybe 3 to 5 picks.
Pat believes us keyboard jocks are wasting our time by swapping out a P38.
However from my observation from warranty claims on the P38 within the Tdci build run, there has been significantly more issues with them then posted Sals breaking. Some unlucky people have had 5 P38's replaced under warranty. My drive line banged 2 to 3 times with every gear change, it has no bangs with the Sals. LR were not interested in fixing the bangs and said that is normal.
From my reading the P38's issue is pinion length, and it's relation to movement on it;s short bearing mounts, in relation to heavy loads or towing. The movement flogs the gears and bearing out and it all fails. Perhaps pre Tdci have better build quality, but if you are going remote, with family, or work, than the piece of mind knowing a late build P38 is no longer under the truck is worth the conversion. $2500 to rebuild a Sals is expansive, but not as expansive as a ruined holiday.
I too have been spooked by the broken Sals pics, wondering if I had gone backwards. But the shear volume of Sals that have been sold over the years, to my mind, occasionally one has to to break from fatigue and abuse.
At the risk of starting an e-fight, which is not my intention, it appears that any issues around poor P38 build quality (from LR) can be addressed by improving the build quality at relatively low cost i.e. a rebuild by an experienced diff specialist.Quote:
Originally Posted by newhue
Issues relating to the design (to the extent they are a material consideration) can be addressed via the Ashcroft long-pinion conversion.
I get the impression that it is slowly becoming quicker/easier/cheaper to strengthen a P38 than swap in a Sal.
Note, that I'm not suggesting that swapping in a Sal isn't a good upgrade.
Hopefully this is useful to the OP.
All the failures I have seen or know of (about 5 now) were the lighter wall 110 diff.Quote:
Originally Posted by Bush65
No worries, at the time Ashcroft had done nothing, or indicated he was actually doing anything. It was a concept. As it turns out the week I ordered my Detroit and bought the Sals, Ashcroft released his work. I also had just sold the Ashcroft locker I had for the P38. When I say $2500 for a Sals, that is locker, axels, flanges, bearing, brakes and and seals. Not sure of all thy current cost, but I think at the time to build a P38 with Ashcroft was similar. There was also the fact it was a new product. Yes Ashcroft make some good gear as I have half of it. But a new casting that should work had not actually been in the field as yet. I was doing the Madigan and just didn't want the hassle of a potential break down regardless of who was paying for it.Quote:
Originally Posted by n plus one
Maybe if I were to do it again I would lengthen the piñon of a P38. And an air locker is a nice option. But the Sals has been good for me, and the constant Detroit I can't fail in the applications I have used it in.
Hows that decat pipe your working on.Quote:
Originally Posted by PAT303