Series 2a, diff lock and stronger diff/axle

[Dante]

Guys,
we have a 2a (ex army).

I am toying with the idea of getting diff locks into the truck.

I don't believe that diff locks (I prefer air lockers) are available for the salisbury diffs and I think I would also need to upgrade to stronger axles.

Has anybody put diff locks into the 2a? If so what kind?

Has anybody put stronger axles into the 2a? If so what have you used?

Thanks,
Dante

[isuzurover]

If you have an original IIA you should have rover diffs front and rear. Salisbury (rear only) was fitted to SIII.

Diff lock options for rover diffs are:
Maxi-Drive
Jack Macnamara
ARB

Options for the Salisbury are the same, plus all the options for Dana 60 diffs - which are basically the same.

[incisor]

i have a series front maxidrive for sale in the markets....

it has 110 cvs and maxidrive shafts so it should near on umbreakable in a series truck.

[Dante]

If you have an original IIA you should have rover diffs front and rear. Salisbury (rear only) was fitted to SIII.

Diff lock options for rover diffs are:
Maxi-Drive
Jack Macnamara
ARB

Options for the Salisbury are the same, plus all the options for Dana 60 diffs - which are basically the same.

Hm ... I thought that the army had used Salisbury diffs on 2a's. But I wouldn't really know.

How do I tell the difference.

Would you upgrade the axels (eg more splines)?

Thanks,
Dante

[cmurray]

Cheapest option would be to hunt around for an old MacNamara bolt operated diff lock. You can occasionally pick them up for a couple of hundred bucks, and they come with 24 spline axles. My brother had one of these in his ex army 2A LWB with a 253 V8, and only started having crown wheel and pinion problems when he put 36" Silverstones on. To say that that vehicle copped a hiding is an under statement. I remember seeing the tacho hit 6000RPM while trying to climb one hill in low second!

[Dante]

Cheapest option would be to hunt around for an old MacNamara bolt operated diff lock. You can occasionally pick them up for a couple of hundred bucks, and they come with 24 spline axles. My brother had one of these in his ex army 2A LWB with a 253 V8, and only started having crown wheel and pinion problems when he put 36" Silverstones on. To say that that vehicle copped a hiding is an under statement. I remember seeing the tacho hit 6000RPM while trying to climb one hill in low second!

Now we are talking ... from the sounds of it you are talking about a mechanical engaged lock(?). I would prefer this to air lockers where you need a compressor.

Will research this option.

Thanks for that

[Dante]

Cheapest option would be to hunt around for an old MacNamara bolt operated diff lock. You can occasionally pick them up for a couple of hundred bucks, and they come with 24 spline axles. My brother had one of these in his ex army 2A LWB with a 253 V8, and only started having crown wheel and pinion problems when he put 36" Silverstones on. To say that that vehicle copped a hiding is an under statement. I remember seeing the tacho hit 6000RPM while trying to climb one hill in low second!

Done some research and I love it ... all I need is a spanner.
My research indicates that it is only available for rear diffs. Any idea why that would be?

What do I have to look for? I mean, is this a LR dedicated axle with MacNamara diff lock, or can I use axles from other brands (eg Land Cruiser 70) or something.

Thanks,
Dante

[DaveS3]

I have had both.

Mechanical is fine, but air lockers are SO much better.

The cars often handle better without diff locks when in normal circumstances, especially side slopes.

There is almost nothing to go wrong with them, that can't be fixed relatively easily.

I also will have some for sale soon in Victoria.

Dave.

[DaveS3]

Done some research and I love it ... all I need is a spanner.
My research indicates that it is only available for rear diffs. Any idea why that would be?

What do I have to look for? I mean, is this a LR dedicated axle with MacNamara diff lock, or can I use axles from other brands (eg Land Cruiser 70) or something.

Thanks,
Dante

They are only available for rear Rover diffs as the rear axle is spring loaded and needs to have the spline engage via a dog clutch.
The unit is a bolt on reassembly which requires rebuilding the rear diff.

[Bren]

Put the Maxidrive axles in the back, short and long. Guarenteed peace of mind. I put a pair in a long wheel base 2a and travelled Aust for three years - tanami, simpson and the canning stock route and loaded to the buggery and absolutely no problem. I have also welded a diff in a shortwheel base and put the axles in and no problems.
Tried and tested.
Cheers
Bren

[cmurray]

Put the Maxidrive axles in the back, short and long.
Bren
Completely unnecessary and you can only use the long axle in the MacNamara bolt operated diff lock, as the short axle has lengthened splines to operate the diff lock.

The only damage I have personally seen to these axles was caused by my brother. 2A LWB ex army with a 253 V8, standard gearbox and transfer case, MacNamara hypoid rear diff with 4.7:1 ratios and 36" Silverstone MT117 tires. The vehicle fell backwards off a 1 meter rock ledge on full noise in low 1st. This managed to break the locking axle between the side gear in the diff and the cross shaft, and twist the outer spline on both axles. I don't think it would be possible to generate those sort of loads with a 2.25 petrol and standardish sized tires.

[isuzurover]

Hm ... I thought that the army had used Salisbury diffs on 2a's. But I wouldn't really know.

How do I tell the difference.

Would you upgrade the axels (eg more splines)?

Thanks,
Dante

The Salisbury didn't exist until the SIII. One-ton IIAs (but not military) had ENV diffs, which were quite big and strong.

Salisbury - note bolt-on diff pan (diff centre is integral with axle tubes)
http://www.4x4shop.nu/grafikk/salisbury_diff.jpg

[JDNSW]

The Salisbury didn't exist until the SIII. One-ton IIAs (but not military) had ENV diffs, which were quite big and strong.

.....

Sorry to have to disagree with you - the 2a parts book lists the ENV axle as optional (not just on One Tons) , but the Salisbury as standard on 109s from suffix H onwards. (not that I have ever seen a 2a with an original Salisbury, although the conversion is fairly common)

John

[DeeJay]

Dante,
The Mcnamara manual diff lock is the way to go if you are on a budget (who is'nt?) and are happy to jump out and lock/unlock the thing all the time between 4wd sections. I got a bit lazy once and did'nt bother and the SWB headed bush as the steering can get innefectual at speed.- see photo.
I agree with Craig Murray that it would only be with extra power that you would need to upgrade other components before looking at axles, its actually the crownwheel and diff centre/housing that is the next weakest item. I am speaking from experience as I stripped both a crownwheel and cracked a centre housing, ( different trips) but I was running a 186 pepped up a bit.:D
I also had to accept that they came from an old farm hack series vehicle. so it was a bit much to ask.

[Jeff]

Sorry to have to disagree with you - the 2a parts book lists the ENV axle as optional (not just on One Tons) , but the Salisbury as standard on 109s from suffix H onwards. (not that I have ever seen a 2a with an original Salisbury, although the conversion is fairly common)

John

I had a H suffix 2A wagon and it had not only a Salisbury diff but metric wheel studs and a synchro gearbox, it was one of the last 2As made.

At the Land Rover 50th at Cooma in 1998 there were a couple of other H suffix 2As so there are some about.

Jeff

[Jeff]

I forgot to add, it used to wear out drive flanges. In fact all three Salisburys have worn them. On the 2A wagon they were welded to the axles and I didn't notice for quite a while, even when the weld cracked and it was only driving on the jagged crack line of weld.
I have thought of replacing the flanges on my Defender as I tow a lot and was told by Jack MacNamara they wear out if you do but I am only on my second set of flanges in 130 000 km.

Jeff

[tony]

Hi Guys,

Depends what military 2a it was. If it was a GS it would have either had the Rover or NVA diff. If it was a 2a workshop vehicle, it would have been retrofitted with a Salisbury diff (as they all were).

Maxidrive do a maxidrive for the Salisbury more $$ but better than the McNamara, have one fitted in a 2a workshop, which gives you uprated axles and flanges, so no more wearing out of drive flanges.

Tony

[Jeff]

[QUOTE=tony;512881]Hi Guys,

Depends what military 2a it was. If it was a GS it would have either had the Rover or NVA diff. If it was a 2a workshop vehicle, it would have been retrofitted with a Salisbury diff (as they all were).

I don't think they all were. I know of one that I used to see in the late years of it's military career and I know the person who bought it when it was demobbed and it was always a Rover type diff.

[JDNSW]

I had a H suffix 2A wagon and it had not only a Salisbury diff but metric wheel studs and a synchro gearbox, it was one of the last 2As made.

At the Land Rover 50th at Cooma in 1998 there were a couple of other H suffix 2As so there are some about.

Jeff

Yes, I've just never seen or at least noticed one. According to the parts book all the Salisbury axles were fitted with metric wheel studs. Also, according to the parts book, as far as I can work out, the all synchromesh gearbox was only fitted to home market station wagons from suffix H - but I have a feeling that although most other 2as were assembled here, station wagons were always fully imported, and may well have been home market ones.