There has got to be a way to lock these diffs

[jonnyjon05]

As per the title, there has to be a way to lock these diffs.. Any ideas other then welding them?

[donh54]

Tru trak or Detroit locker, or a permanent solution could be a mini spool, or take it to a diff specialist and get it turned into a lsd.

Sent from my HTC One XL using AULRO mobile app

[rar110]

Is the rear housing/center similar to a D3? If yes, ARB have developed a rear locker for the D3, that might work.

A LSD in the front and/or rear would be good. Im surprised someone like Ashcroft hasn't designed one for the D3/D4 market given the volume.

[33chinacars]

Waiting for a Harrop E-Locker please please please:wasntme:

[Axle]

What about getting hold of supercharged e-diff and rigging your own variable switch ?

The traction control was meant to replicate locking diffs but ,,,,,,,,

[CSBrisie]

There is a video on Youtube of a D4 in USA ("Top Gear USA") with ARB front and rear locking diffs, so I'd put a call into ARB.

[101RRS]

There is a video on Youtube of a D4 in USA ("Top Gear USA") with ARB front and rear locking diffs, so I'd put a call into ARB.

Or do a search in the RRS/D3/D4 section where recently ARB put up a post on what they supply and do not supply.

Garry

[jonnyjon05]

Waiting for a Harrop E-Locker please please please:wasntme:

Ditto, they look exactly like what i want..

In the mean time i am going to give ARB a visit tomorrow and get one of there guys to have a look.. Might be there is a part for it just no one has bothered to to test it..

I may even buy an old diff to experiment with :D

[33chinacars]

What about getting hold of supercharged e-diff and rigging your own variable switch ?

The traction control was meant to replicate locking diffs but ,,,,,,,,

From what I've been told about the E-diff you wouldn't be able to use it constantly. Its not the same as a locking diff but various the amount of lock as dictated by all the computers. Had thought of looking at this idea myself with a simple off / on switch. :censored: Not strong enough for constant use.

Gary

[jonnyjon05]

This is the correspondence from Harrop Eaton so far regarding the E diff for the early L322's. I contacted ARB as well, I take there silence as they are not interested. Lokka is another company I have contacted from who I anticipate a response shortly. There is a Diff specialist down the road from my place who i spoke to on the phone today. He asked me to bring it in and if we cant lock those diffs we will explore installing a diff that can be locked.


Hi Jonathon

The front differential is physically to small and the elocker foot print cannot be made to fit inside.

As for the we did not do anything to it as the information that was given to us from a few local Land rover specialists was that the factory locker is integrated with the Traction control system/ ECU and that it was not possible to integrate an Elocker into that application.

Regards,

Julian Patane | Customer Service Coordinator
Harrop Performance Products
96 Bell Street, Preston, Melbourne, Victoria, 3072, Australia
t: +61 3 9474 0900 | f: +61 3 9474 0999
e: julian.patane@harrop.com.au | w: HARROP | Engineering Performance Since 1955 (http://www.harrop.com.au)





From: Jonathon Stapels [mailto:Jonathon.stapels@live.co.uk]
Sent: Monday, 25 August 2014 10:10 AM
To: Julian Patane
Subject: Re: E Locker for 2002-2006 L322 Range Rover

Good Morning Julian,

Thank you for checking the Harrop Eaton range for a differential lock that may fit. However if possible I would really appreciate some information as to why Harrop Eaton cannot make these differentials?

Regards,

Jonathon Stapels


Sent from my BlackBerry 10 smartphone on the Telstra NextG network.
From: Julian Patane
Sent: Monday, 25 August 2014 08:09
To: Jonathon Stapels
Subject: RE: E Locker for 2002-2006 L322 Range Rover

Hi Jonathon

Unfortunately we have check out the potential for a fitment with this style differential and due to a couple of different factors we cannot make one for these differentials at the moment.

Regards,

Julian Patane | Customer Service Coordinator
Harrop Performance Products
96 Bell Street, Preston, Melbourne, Victoria, 3072, Australia
t: +61 3 9474 0900 | f: +61 3 9474 0999
e: julian.patane@harrop.com.au | w: HARROP | Engineering Performance Since 1955 (http://www.harrop.com.au)





From: Jonathon Stapels [mailto:Jonathon.stapels@live.co.uk]
Sent: Friday, 22 August 2014 5:19 PM
To: Julian Patane
Subject: RE: E Locker for 2002-2006 L322 Range Rover

Good Afternoon Julian,

I spoke to the dealer and the local specialist and unfortunately they confirmed what was already know. The L322 is a beast all to its own and does not use either of those 3 differentials you mentioned.

Based on the interest in the local Land Rover Club, the Australian, and the United kingdom forums for the L322 Range Rovers I believe there is a massive untapped market for lockers in these cars. As these vehicles are depreciating below the $20,000 mark, the willingness of new and current owners to modify these vehicles for off road use and towing is only going to increase with over 500,000 of the vehicles being sold worldwide.

Is there any chance Harrop Eaton can develop a locker set for the L322 as currently there is no diff lock solution available?

Regards,


Jonathon Stapels

From: Julian Patane [mailto:julian.patane@harrop.com.au]
Sent: Friday, 22 August 2014 8:07 AM
To: Jonathon Stapels
Cc: Sales
Subject: RE: E Locker for 2002-2006 L322 Range Rover

Hi Jonathon

Thank you for your interest in Harrop performance products.

We currently manufacture Harrop Eaton Elockers to suit the 24 spline Rover, P38A and Salisbury style Land rover differentials.

Land rovers can be a bit tricky with which type of differential they might have built the car with so you will need to confirm if your vehicle has one of these 3 types of differentials.

If you contact your local Land rover dealer with your VIN number they should be able to indicate which differential your vehicle may have.

Let me know and I can let you know pricing and availability.

Regards,

Julian Patane | Customer Service Coordinator
Harrop Performance Products
96 Bell Street, Preston, Melbourne, Victoria, 3072, Australia
t: +61 3 9474 0900 | f: +61 3 9474 0999
e: julian.patane@harrop.com.au | w: HARROP | Engineering Performance Since 1955 (http://www.harrop.com.au)





From: Jonathon Stapels [mailto:Jonathon.stapels@live.co.uk]
Sent: Thursday, 21 August 2014 12:31 PM
To: Sales
Subject: E Locker for 2002-2006 L322 Range Rover

Good Afternoon Harrop,

I have a 2002 L322 Land Rover Range Rover and like many others would really like to lock the diffs. Currently this is not an option and sadly the traction control system can only do so much.

Would you be able to make them?

If so what level of interest would be required to make it happen?

Regards,

Jonathon

[33chinacars]

Have you had more correspondence with Harrop in regards to the fact that the factory e-diff was not available 2002 - 2005. Think it only became available when Terrain Response was fitted. 2006 +

As you said huge market for 2002 - 2005 Range Rovers. There is a huge difference between a factory e-diff & a Harrop E-Locker.

[jonnyjon05]

Hey Julian,

Thank you for taking my call earlier to erase some of the confusion surrounding the type of differential fitted to the L322 Range Rovers, I hope the text and pictures provide some assistance.

Further to our conversation:

Front Differential

The front differential is mounted on the LH side of the vehicle sump. The sump has a cast tube through it, which allows for the fitment of the RH drive shaft and separates the engine oil from the differential oil. The differential unit is secured to the engine sump with 4 bolts. The bolts pass through lugs in the differential casing and are secured into threaded holes in the sump. An O-ring seal is fitted to the casing and locates in the sump to provide a seal between the casing and the sump.

The casing comprises two halves with machined mating faces. When assembled, the iron casing halves are sealed with a thin film of Loctite 574 sealant and secured together with twelve bolts. The LH casing is the carrier for all the rotating parts and the RH casing is a cover to close the unit and a support for the RH carrier bearing. A breather tube is fitted to the casings. This allows a plastic tube to be fitted and routed to a high point in the engine compartment, preventing the ingress of water when the vehicle is wading.

The LH casing is fitted with a drain plug and a filler/level plug. The level plug allows the unit to be filled with oil until it leaks from the filler hole, ensuring the correct quantity of oil is added. The differential unit contains approximately 0.8 litre of oil for a dry fill and requires approximately 0.75 litre if oil is changed due to residual oil retained in the casings. The differential is a conventional design using a hypoid gear layout. This employs a hypoid bevel pinion gear and crown wheel, with the pinion offset below the centre line of the crown wheel. This design allows for a larger pinion gear to be used which has the advantages of increased gear strength and reduced operating noise.

The front differential is available in two ratios. V8 engine vehicles use a differential with a final drive ratio of 3.73:1 and Td6 engine vehicles use a final drive ratio of 4.10:1. The ratio is changed by changing the amount of teeth between the crown wheel drive gear and pinion gear. Therefore for a ratio of 4.10:1, the crown wheel drive gear will have 4.10 times more teeth than the pinion gear. This equates to the crown wheel drive gear having 41 teeth and the pinion gear having 10 teeth.

http://www.aulro.com/afvb/attachment.php?attachmentid=82912&stc=1&d=1409124450

Break Down

The front differential comprises a pinion shaft and hypoid bevel gear, a crown wheel drive gear with an integral cage which houses two planet gears. Two sun wheels are also located in the cage and pass the rotational drive to the drive shaft shafts.

The pinion shaft is mounted on two opposed taper roller bearings with a collapsable spacer located between them. The spacer is used to hold the bearings in alignment and also collapses under the pressure applied to the pinion nut. This allows the nut to be tightened to a predetermined torque, which collapses the spacer, setting the correct bearing preload.

The pinion shaft has an externally splined outer end which accepts and locates the input flange, which is retained by the pinion nut. The opposite end of the output flange has an internal spline which provides positive location for the front propeller shaft. The flange has an external O-ring seal which seals against the front propeller shaft shroud preventing the ingress of dirt and moisture into the splines. An oil seal is pressed into the LH casing and seals the input flange to the differential unit. The pinion shaft has a hypoid bevel gear at its inner end which mates with the crown wheel drive gear.

The crown wheel drive gear is located on the carrier and secured with ten screws. The carrier is mounted on taper roller bearings located in each casing half. The bearings are press fitted into the casing and a spacer is located on the outside face to apply preload to the bearing.

The carrier is fitted with a shaft onto which the two planet gears are mounted. The shaft is secured in the carrier with a roll pin. The sun wheels are located in pockets within the carrier and mesh with the planet gears. Curved plates are located between the carrier and the sun wheels and hold the sun wheels in mesh with the planet gears. Each sun wheel has a machined, splined, bore to accept the drive shaft. A groove is machined in the bore to locate the snapring fitted to the drive shaft, providing positive drive shaft location.

http://www.aulro.com/afvb/attachment.php?attachmentid=82913&stc=1&d=1409124339

Rear Differential

The rear differential is located centrally in the rear subframe. The front of the differential is attached to the subframe via rubber bushes and bolts. The rear of the differential is mounted to the subframe via a single, offset rubber bush and a bolt.

The casing comprises two parts. The pinion housing is made from cast iron and provides locations for all the internal components. The pinion housing is sealed at the rear by an aluminium casting which is secured to the pinion housing with eight bolts and spring washers. A gasket between the two casings seals the unit. The rear cover has cast fins which assist heat dissipation. A breather tube is fitted to the rear cover. This allows a plastic tube to be fitted and routed to a high point under the vehicle body, preventing the ingress of water when the vehicle is wading.

The rear cover contains an oil level plug which allows for oil filling and level checking, with the differential installed in the vehicle. The level plug allows the unit to be filled with oil until it leaks from the filler hole, ensuring the correct quantity of oil is added. The differential unit contains approximately 1.2 litres of oil from a dry fill. If oil is being replaced, a smaller quantity of oil will be required due to residual oil retained in the pinion housing.

The differential is a conventional design using a hypoid gear layout, similar to the front differential. The rear differential is available in two ratios. V8 engine vehicles use a differential with a final drive ratio of 3.73:1 and Td6 engine vehicles use a final drive ratio of 4.10:1. The ratio is changed by changing the amount of teeth between the crown wheel drive gear and pinion gear. Therefore for a ratio of 4.10:1, the crown wheel drive gear will have 4.10 times more teeth than the pinion gear. This equates to the crown wheel drive gear having 41 teeth and the pinion gear having 10 teeth.


Break Down

The Rear differential comprises a pinion shaft and spiral bevel pinion gear and a crown wheel drive gear with an integral cage which houses two planet gears. Two sun wheels are also located in the cage and pass the rotational drive to the drive shafts.

The pinion shaft is mounted on two opposed taper roller bearings, with a collapsable spacer located between them. The spacer is used to hold the bearings in alignment and also collapses under the pressure applied to the pinion flanged nut. This allows the flanged nut to be tightened to a predetermined torque, which collapses the spacer, setting the correct bearing preload.

The pinion shaft has an externally splined outer end which accepts and locates the input flange, which is retained by the pinion nut. The output flange has six threaded holes and mates with the rear propeller shaft. Six bolts secure the rear propeller shaft to the input flange. An oil seal is pressed into the pinion housing and seals the input flange to the pinion housing. The pinion shaft has a spiral bevel gear at its inner end which mates with the crown wheel drive gear.

The crown wheel drive gear is located on the carrier and secured with ten screws. The carrier is mounted on taper roller bearings located in machined bores on each side of the pinion housing. The bearings are retained in the casing by a circlip, the thickness of which is selected to apply the correct bearing preload.

The carrier has a through hole which provides location for the shaft. The shaft provides the mounting for the planet gears in the carrier cage. The shaft is fitted with a snap ring at one end which locates in a machined groove in the carrier, locking the shaft in position.

The sun wheels are located in pockets in the carrier cage and mesh with the planet gears. Spacers are fitted between the sun wheels and the carrier and set the correct mesh contact between the planet gears and the sun wheels. Each sun wheel has a machined bore with internal splines and machined groove near the splined end. The groove provides positive location for a snap ring fitted to the end of each output flange. Each output flange has a splined shaft which located in each sun wheel. A snap ring fitted to the splined shaft locates in the groove the sun wheel bore and positively located the output flange.

Oil seals are pressed into each side of the pinion housing and seal the output flange to the housing. Each output flange has six threaded holes which provide for the attachment of the rear drive shafts. The rear cover is located on the rear of the pinion housing and is sealed to the housing with a gasket and secured with eight bolts.

http://www.aulro.com/afvb/attachment.php?attachmentid=82914&stc=1&d=1409124339

As can be seen from the following operation description it operates as a standard open differential.

Differential Operation

The operating principles of the front and rear differentials are the same. Rotational input from the propeller shaft is passed via the input flange to the pinion shaft and pinion gear. The angles of the pinion gear to the crown wheel drive gear moves the rotational direction through 90°.

The transferred rotational motion is now passed to the crown wheel drive gear, which in turn rotates the carrier. The shaft, which is secured to the carrier also rotates at the same speed as the carrier. The planet gears, which are
mounted on the shaft, also rotate with the carrier. In turn, the planet gears transfer their rotational motion to the left and right hand sun wheels, rotating the drive shafts.

When the vehicle is moving in a forward direction, the torque applied through the differential to each sun wheel is equal. In this condition both drive shafts rotate at the same speed. The planet gears do not rotate and effectively lock the sun wheels to the carrier.

If the vehicle is turning, the outer wheel will be forced to rotate faster than the inner wheel by having a greater distance to travel. The differential senses the torque difference between the sun wheels. The planet gears rotate on their axes to allow the outer wheel to rotate faster than the inner one.

http://www.aulro.com/afvb/attachment.php?attachmentid=82910&stc=1&d=1409124339

Hope this helps, if you need me to chase up anything further please do not hesitate to contact me,

Regards,

Jonathon Stapels
From: Julian Patane [mailto:julian.patane@harrop.com.au]
Sent: Wednesday, 27 August 2014 7:47 AM
To: Jonathon Stapels
Subject: RE: E Locker for 2002-2006 L322 Range Rover

Hi Jonathon

Unfortunately cannot integrate it due to the traction control system being integrated into the elocker component of the vehicle.

Regards,

Julian Patane | Customer Service Coordinator
Harrop Performance Products
96 Bell Street, Preston, Melbourne, Victoria, 3072, Australia
t: +61 3 9474 0900 | f: +61 3 9474 0999
e: julian.patane@harrop.com.au | w: HARROP | Engineering Performance Since 1955 (http://www.harrop.com.au)





From: Jonathon Stapels [mailto:Jonathon.stapels@live.co.uk]
Sent: Monday, 25 August 2014 5:35 PM
To: Julian Patane
Subject: RE: E Locker for 2002-2006 L322 Range Rover

Hey Julian,

I really appreciate you answering my questions so far, however, I have just one more.

The E locker you mentioned was only available on selected models from mid 2005. For the earlier L322 Range Rovers without the factory E locker differential it possible to integrate a Harrop Eaton locker in to the rear diff?

Regards,


Jonathon Stapels

[33chinacars]

Be very interested in what reply you get this time .

The other option , Although not easy, is a diff swap. Maybe a Commodore diff with a Harrop E-Locker or some thing similar.

[101RRS]

The other option , Although not easy, is a diff swap. Maybe a Commodore diff with a Harrop E-Locker or some thing similar.

Or put D3 front and rear diffs in and put ARB air lockers in.

Garry

[PhilipA]

Surely the crown wheel pinion and diff centre are the same as in some other diff as AFAIK Land Rover don't make diffs but buy them in.

Maybe compare the centres to a couple of other cars eg D3 X5 MB to see if they are similar before making a conclusion . The first I would look at is X5 seeing BMW owned them then.
Regards Philip A

I just had a look at the exploded views atc. The diffs are in my limited experience unusual as the crown wheel faces the sun gears whereas in a conventional diff the crownwheel is on the other side. See if any other cars have the crownwheel like that.

[PhilipA]

https://www.aulro.com/afvb/images/imported/2014/08/200.jpg

This is an X5 front diff 2000-2006 . It looks to be similar in construction to the L322 diff. I looked at some other images of later smart locking diffs ( which I wonder as the same as the D3-4 locking diff) and the crown wheel is in the same orientation as the L322.
Maybe it's a starting point.
Regards Philip A

[chaybra]

I am still confused to the need for lockers in an l322 when the traction control has the same affect as a locked diff?
I have not yet had the instance where I have been stuck with a wheel in the air spinning, requiring the use of a locker.

Drive it like a range rover and it will get you out like a range rover.

[101RRS]

I am still confused to the need for lockers in an l322 when the traction control has the same affect as a locked diff?


Hmmm no - if that were the case then LR would not offer the e-diff option in the Disco/RRS range.

With a diff lock both wheels on an axle set are driving - with traction control, when it is activating, drive is only to one wheel on an axle set as the other wheel is braked.

Garry

[isuzurover]

Surely the crown wheel pinion and diff centre are the same as in some other diff as AFAIK Land Rover don't make diffs but buy them in.

Maybe compare the centres to a couple of other cars eg D3 X5 MB to see if they are similar before making a conclusion . The first I would look at is X5 seeing BMW owned them then.

That is a good idea. ARB engineers have told me that the ford ranger front diff is 'almost identical' to the d3 and d4 front. Except the ranger gets a steel case which should make it stronger or at least longer lasting.

[rar110]

I remember seeing a video on AULRO showing a couple of defenders traversing a test track which caused the vehicles to cross axle, one using TC the other having TC & rear locker. I can't find it. The unlocked defender got through ok it just hesitated until the TC worked out what to do. I can see the hesitation could cause a loss of momentum. The locked defender didn't hesitate.

[isuzurover]

I remember seeing a video on AULRO showing a couple of defenders traversing a test track which caused the vehicles to cross axle, one using TC the other having TC & rear locker. I can't find it. The unlocked defender got through ok it just hesitated until the TC worked out what to do. I can see the hesitation could cause a loss of momentum. The locked defender didn't hesitate.

That is the perennial problem when you go offroad. TC gets better with every new generation of landies but it is still inherently a reactive system - meaning momentum and power transfer must change as it works.

Those who have TC + LSDs though have reported it is 99% as good as a locker.

[harlie]

Hmmm no - if that were the case then LR would not offer the e-diff option in the Disco/RRS range.

How much of this is marketing, how much is the essential e-diff option? When competition offers an option they have to follow.

I purchased a ’99 D2 new when I was much younger and wilder – it got and still does get used. I remember the 4x4 mags absolutely slammed it for the useless traction control system that easily took us many places that my mates with tojos and nissans needed lockers to follow. Once the jap manufacturers came out with TC the same mag did an article on a couple blokes with now heavily modified D2s, one with lockers one without. They concluded that the unlocked D2 was happy to follow but with “more theatrics” than the locked car. I agree our D2 clonks, groans and puts on a show but goes through. The TC on my L322 is a massive leap up over the system on the D2



With a diff lock both wheels on an axle set are driving - with traction control, when it is activating, drive is only to one wheel on an axle set as the other wheel is braked.

Garry

Not quite, the brake is applied to slow the lift/slipping wheel(s) to the same speed as the wheel(s) that has traction – forcing drive to the side that has traction AND it is NOT limited to the axle set, it is 4 channel – it doesn’t stop /remove drive from the lifted wheel, all 4 wheels are driving.




I remember seeing a video on AULRO showing a couple of defenders traversing a test track which caused the vehicles to cross axle, one using TC the other having TC & rear locker. I can't find it. The unlocked defender got through ok it just hesitated until the TC worked out what to do. I can see the hesitation could cause a loss of momentum. The locked defender didn't hesitate.

Totally. TC will get through just about all situations but often with more noise and with what looks like more effort- whether it is or not. The TC takes part of a revolution to diagnose and act to the traction loss. IMO Traction will take 99% of us where we want to go without issue – however lockers will always provide a solution for some, whether they need it or not is another question – but then again there’s alot in life that we don’t really need but is sure as hell nice/fun to have.

[CSBrisie]

I think I read that the ediff has some stronger components inside - and I know some Dealers have told customers to order it if they intend heavy towing.

[harlie]

If you get an eDiff on the bench, it wouldn't be hard to work out how to control it - it doesn't have to be controlled by the Train Responce ECU - especially since most here (me included) don't have it. I bet it would be resonably simple to make a controller for it - if you fit any other form of locker it's going to need a switch...

Just like the absurdly expensive condensor fan on the front thats controlled by ECU - it wasn't hard to make a controller to have a standard aftermarket fan run off the ECU.

[diesel]

While the l322 with the NV225 Torsen transfer case will go anywhere without a locked diff, I agree, more options would be great. I have read people asking about 'upgrading' to the DD295. I'm not sure this is an upgrade, more a move away from a patented system (that works very, very well).

Anyway, prior to locked diffs, would it not be great to get a winch bumper, maybe a snorkel. A Rear bumper similar to Kaymar. All round protection is at the top of my list.

The above is off topic I know, if we all keep asking the majors about aftermarket accessories just maybe they will take notice.

I asked ARB about the locked diff earlier this year, they read out loud the part numbers for the D3 while I was on the phone, it seemed as though they were for more than one vehicle, of course I wrote them down. I will search my notes & post if it's useful.

[chaybra]

While the l322 with the NV225 Torsen transfer case will go anywhere without a locked diff, I agree, more options would be great. I have read people asking about 'upgrading' to the DD295. I'm not sure this is an upgrade, more a move away from a patented system (that works very, very well).

Anyway, prior to locked diffs, would it not be great to get a winch bumper, maybe a snorkel. A Rear bumper similar to Kaymar. All round protection is at the top of my list.

The above is off topic I know, if we all keep asking the majors about aftermarket accessories just maybe they will take notice.

I asked ARB about the locked diff earlier this year, they read out loud the part numbers for the D3 while I was on the phone, it seemed as though they were for more than one vehicle, of course I wrote them down. I will search my notes & post if it's useful.



Im working on it Diesel, if you are interested flick me a PM we need numbers to make it happen

http://www.aulro.com/afvb/l322-range-rover/199942-l322-bullbar-development-finally.html

[Graeme]

I think I read that the ediff has some stronger components inside - and I know some Dealers have told customers to order it if they intend heavy towing.
I've been doing some research on e-diffs.

1. The D3/D4 uses bigger CV joints on the e-diff drive-shafts but the MY10+ L322 does not, using the same drive-shafts for both open and locking diffs.
2. The MY10+ L322s don't have different chassis electrical harnesses for e-diff vehicles so the wiring for the controller must exist, although presumably not the harness to the e-diff itself. I would want to confirm that the 2 main harness connectors are indeed fitted. If not then s/h connectors c/w short wires could be sourced from a D4. To retrofit to a D3 or D4 where different chassis harnesses are fitted for open vs locking diffs only requires power, ignition power and earth along with intercepting the high speed canbus (in then out). Presumably the connectors exist in the common L322 harness into which a loop-back plug would also be fitted to the canbus connector.
3. 4.4L TDV8 e-diffs presumably use a different ratio to the 3.6 TDV8 and 5.0 petrol motors because they are different part numbers.
4. The MY10+ L322 e-diff control unit is the same part as the MY10+ D4 and RRS at least to MY13. Hence a used D4 control unit and a D4 e-diff harness would be compatible but the wires might not be as long as the L322 in which case they would need to be extended.
5. The cost of retrofitting an e-diff to a MY11+ L322 should be around $6K for a refurbished 4.4 TDV8 e-diff ex UK, a new controller and s/h e-diff harness, either from a MY10+ L322 or a D4 or possibly a D3.
6. The CCF has to be altered to show that the e-diff is fitted, the controller may require software to be loaded and the e-diff requested to calibrate itself, all using an appropriate diagnostic tool.

[rar110]

I've been doing some research on e-diffs. 1. The D3/D4 uses bigger CV joints on the e-diff drive-shafts but the MY10+ L322 does not, using the same drive-shafts for both open and locking diffs. 2. The MY10+ L322s don't have different chassis electrical harnesses for e-diff vehicles so the wiring for the controller must exist, although presumably not the harness to the e-diff itself. I would want to confirm that the 2 main harness connectors are indeed fitted. If not then s/h connectors c/w short wires could be sourced from a D4. To retrofit to a D3 or D4 where different chassis harnesses are fitted for open vs locking diffs only requires power, ignition power and earth along with intercepting the high speed canbus (in then out). Presumably the connectors exist in the common L322 harness into which a loop-back plug would also be fitted to the canbus connector. 3. 4.4L TDV8 e-diffs presumably use a different ratio to the 3.6 TDV8 and 5.0 petrol motors because they are different part numbers. 4. The MY10+ L322 e-diff control unit is the same part as the MY10+ D4 and RRS at least to MY13. Hence a used D4 control unit and a D4 e-diff harness would be compatible but the wires might not be as long as the L322 in which case they would need to be extended. 5. The cost of retrofitting an e-diff to a MY11+ L322 should be around $6K for a refurbished 4.4 TDV8 e-diff ex UK, a new controller and s/h e-diff harness, either from a MY10+ L322 or a D4 or possibly a D3. 6. The CCF has to be altered to show that the e-diff is fitted, the controller may require software to be loaded and the e-diff requested to calibrate itself, all using an appropriate diagnostic tool.

Graeme
I have a fuse in the rear of my 3.6 08MY for an ediff. Does this mean I can swap in an ediff without any further mod.

[Graeme]

I haven't checked if different wiring harnesses are fitted to earlier ones but with the fuse fitted it would seem to indicate that they're the same as later ones.

The cost of the MY11/12 e-diff and probably earlier ones for the same reason has increased significantly as the complete e-diff is no longer available, instead requiring the casing, the diff centre and the motor at a greater total cost. I've just received a quote of 3,617 GBP for new diff components, the control unit and freight but with import duties and GST on top. Hence I don't consider it a viable option unless able to obtaine s/h parts at a significant discount. I was considering purchasing a RRV without an e-diff then adding it but doubt I'd ever see the value so will wait a while to see if one becomes available otherwise ignore the e-diff option.

Edit: There are different wiring part numbers for open vs locking diffs in the earlier models. However that might be for the exclusion/inclusion of the harness to the e-diff and perhaps with the main harness connectors installed regardless - one would have to check. It seems that the control unit could be mounted at the front of the left side of the cargo area.

Another edit: The 3.6 e-diff has a different part number to the petrol engine e-diff so presumably a different ratio and therefore not interchangeable.