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Soooo lets break an axle at the differential end (which is where most seem to go/ twist off) and in this instance will take the detroit centre with it.... in my opinion mandatory axle upgrades with lockers the best thing. The p38 diff however, thicker crownwheel or not, ( not heard of this either ???) Is a piece of rubbish and shouldn't be in the defender .
Jc
when you're finished with that guy Ive got this browns gas generation system that ties onto a hiclone you might be interested in.
My 2012 130 has the P38 type rear diff and a standard type front diff.
Ian
Bittern
Blknight: That guy has a defender himself and has probably been working on them longer than the time you've spent out of your fathers testicles.....
Sorry if he owns a Defender does not mean he knows what he is talking about which he clearly does not !;)Quote:
Originally Posted by 1nando
He owns a opposite lock store and has probably seen more defender (any model) diffs than anyone else....
As a result i was very surprised to hear the "thicker crown wheel" spec on traction control pumas...
I would imagine with the amount of crown wheels hes seen over the years that he knows his stuff. Also d2 mentions something about the p38 rear diff being modified by LR on post 2012 models........might this be the difference?
Apparently when the puma diff was modified from a 2 pin to a 4 pin the crown thickness was thickened??
(source d2.net)
Someone here must know whether LR changed the crown thickness?
Here is something interesting...
This is from: DEFENDER2.NET - View topic - ATB (torsen) front and rear install
Here is a Rover CW/P
https://www.aulro.com/afvb/images/im...016/01/644.jpg
Here is a P38 CW/P
https://www.aulro.com/afvb/images/im...016/01/645.jpg
And interestingly, here is an early type P38 CW/P (left) and a late type P38 CW/P (right)
https://www.aulro.com/afvb/images/im...016/01/646.jpg
Care to bet your years pay on that?Quote:
Originally Posted by 1nando
FYI, I wasnt talking about the crownwheel issue, thats been a hassle since people have been trying to put 4.11s into 3.54 or 4.7s for the front carrier it was the other issue, actually the other 2 or 3 issues depending on which way you want to do it properly. (and your choice of deity help you if you want to try that on in for the sals and if you really want to talk about rear end strength did you know you can fit the td5 02 Sals 8ha with TC/ABS to the ford? did you then know that once you have that you have a whole new world of locker options?)
the other warning bell would be a workshop that supposedly knows rover stuff but doesnt know when ABS/TC became standard on the marque in the common version(s) (unless you have a 130/90 I dont know about)
I wont bother quoting other comments from the thread. But my primary concern has been mentioned twice prior to my post but hey, its your friend and your money
It would be interesting to know exactly why these things are more prone to failing when you would expect them to be stronger.
I have seen one in a heavy Defender with 35" Claws that was setup with a Maxidrive locker. This one snapped a maxidrive axle without damaging any of the diff. Thats not at all to say that it hadn't had CW issues in the past, but it seems that it could be setup to be strong without pegging etc.
because middle managers prefer to listen to profit margin maximising accountants and marketeers that will advertise something based on its one time capabilities rather than the engineers who would rather build something that delivers reliability.