Thread: identifying a jeep?

Originally Posted by 101 Ron

These are pics of a Aussie CJ6 jeep diffs I have in my shed as spares
They came from a 1965 model


The imported diffs for the rear had a two piece axle flange with a little hub cap




Inside the CV housing was a simple uni joint

I imagine they were the same as the full size Jeeps, so will be a taper plus woodruff key. (the full floaters used on full sized trucks were flanged axles)

Makes a 10 spline axle look strong

{edit} I'm probably being mean, I don't recall wholesale breakages like the 10 spline was notorious for, they held up fine with the standard tyres of the day like Dad's 7.00/16's sandstone step hopping the greater Sydney basin.
I just hate taper shafts and woodruff keys

At least they learnt, as the seventies versions used one piece flanged axles on the D44.

Unfortunately they went backwards around 1980 and switched to using the AMC corporate rear end, which actually used a larger diameter crown wheel than the Dana 44 but unfortunately went back to a taper axle plus woodruff key......
The seventies front axles also used Dana's open knuckle front ends which had a better turning radius than the closed knuckle versions.

Originally Posted by UncleHo

G'day rick130

The company LNC was "Lark Neave & Carter" they also were the agents for VW,Audi, and a franchised dealer for Leyland/Rover they were best known by their retail name in the 60's-70's as Lennox Motors at Drummoyne in Sydney,the company was a long standing motor trader and importer with a history dating before the 1930's depression,and is still probably involved in the automotive industry in some form.

That motor in those pics looks very like a Ford Falcon 170 pursuit motor colour seems right as is the intake manifold being part of the head casting,can't remember if the 200 super pursuit motor was the same colour or not, the single head manifold casting was what put a lot of people (including me) off the early Falcons,as well as the fact the manifold was often porous,when the later style motor came out in the XR Falcon was when they gained popularity, and that Z10 oil filter rings a bell too.


cheers

Larke Neave & Carter (LNC Industries) actually traded as Lannock motors not Lennox motors and in 1974 combined with another of their companies Larke Hoskins to become the Leyland Jeep and Chrysler distributors,and these were sold in NSW by Annand and Thompson,Western Motors and Marshall Motors.I worked for Marshall motors initially at the time,and later for Western motors.In 1975 Lannock motors and Larke Hoskins merged.LNC industries also imported the Rambler range of vehicles ie Hornet and Matador as well as the Jeep range.
Early falcon motors including the 138,the 170,the 200 upto and including the non crossflow 250 all came with the inlet manifold as part of the head.And yes there were a lot of porous manifolds,but more often,the manifold would crack where vacuum connections were screwed into the manifold for things like brake booster hose connections,and the cracks would open up when the motor heated up.The z10 oil filter was used mainly for 2 different reasons.Usually when the motor was fitted in a vehicle where the original z9 didn't have any clearance,and also to help with oil pressure problems,usually at startup.

Wayne

G'day LowRanger

I wasn't far out haven't been in Sydney since 1982 and then I was driving for a pathology coy.left the motor trade in 81 double the money and half the work

but I remember those early Falcon motors




cheers

UncleHo
Sydney wasn't a bad place in those days.I spent 32 years in the trade,as a Mechanical and Automotive engineer,before I saw the light and moved on to greener pastures.
What made the jeeps of the day so good,was their relative light weight,and the fact that the chassis was very flexible,and along with the body,helped make up for the inadequate suspension.Once they went to the CJ7,the chassis lost a lot of the ability to twist and flex.

Wayne

Actually, apart from the flexy chassis (they all used to brake front body mounts from the chassis flex) the reason they worked was the narrow, parallel chassis rails with under slung leafs which made for a narrow spring base.
This allowed a lot of articulation for such short leaves.
A CJ-5 or 6 would out flex a stock SII or L/Cruiser any day.
Matching spring rates/wheel rates front and rear also meant that the body stayed pretty level off road, the old term was they'd 'walk' off road, whereas a 'Cruiser would throw you around more.

The downside was that they would fee like they were going to tip over at the drop of a hat. They also went 'flop' just driving around a regular corner on the street, much, much worse in roll than an RRC without anti-roll bars.

I used to scare poor Mum just taking her to the shops

after stripping, cleaning and rebuilding the rear springs, i cant believe how narrow the damn things are.....

anyway, the front and rear diffs dont look anything like the ones posted above, the rear is definitely a banjo type housing with semi floating axles, and both front and rear are 6 stud