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Hi BenQuote:
Originally Posted by isuzurover
In my case we found the rust before any real damage has been done, we will reinforce the low side of the clamshell of the chassis rail which is the only place on one bumpstop where any penetration has happened. The old bumpstops have been repaired.
With such a low pinion, 9'' ford diffs are quite easy to convert to thru drives and don't require gear or chain driven pwer dividers with their attendant frictional losses. A firm in the USA does make thru drive crownwheel and pinion sets, but it's not too difficult to modify standard ones.Quote:
Originally Posted by fitzy
Bill.
I think you mean hubs. The stubs are standard, same as drum ones. I have compared them side to side and they are identical.Quote:
Originally Posted by jorjatom68
I think your right there. It was a few years back now. We did try to use all sorts of things until we went that way. There was a military 6X6 in town with holden calipers on it.
The Ford 9" are a very good diff although the hypoid nature of the pinion is critcal for the type of lubricant and AFAIK the closest Ford ratio to the 3.54 Rover/salisbury ratio is a 3.5:1 ratio.Quote:
Originally Posted by wagoo
However Ashcrofts in the UK have a front hypoid diff based on the ford 9" with the pinion at the top, so they may have a 3.54:1 cw/pinion set for the Ford.
AFAIK, when Ashcroft started to develop the "Force 9" it was based on a ford 9....by the time it was finished they have modded it to be their own. I think they had problems with Ford 9 gear sets in the front, and after not being able to find a reverse cut set or some one to make them, they re -designed their own so the tooth is symetrical, so it can ran on either side for front and rear applications. Im not sure if their new gear sets will bolt into a F9???
this is all from my dodgy memory so could be way off.
I really wonder if the difference between 3.5:1 and 3.54:1 would be detrimental to the life of the centre differential anyway. It's only around 8 wheel revolutions per mile difference and the constant rotation of the gears actually may prevent the bevel gear teeth from Brinnelling.Quote:
Originally Posted by Lotz-A-Landies
I came across a site called 'six wheel appeal group' and was surprised at the numbers of 6x6 conversion to LandRovers that have been done over the years. I don't necessarily agree to these conversions being the answer to crosscountry load carrying duties when compared to a larger 2 ton 4x4 truck, but if there is still a demand for 6x6 conversions then an enterprising company such as Ashcrofts could do worse than develop the elegantly simple and strong 9'' thrudrive alternative to the fragile Rover diff based offerings.
bill.
I think I had a dream today, the dream involved going out to the factory to find Ikea's chassis fully painted (last weekend's dream) and that today I fitted wheels to the axle assemblies and then front radius arms, with new bushes at each end to the front axle and the freshly painted chassis, then front springs and panhard rod. Fantastical as that was my dream proceeded to, where I fitted to lower links and springs on the rear axle and lowered the weight of the chassis onto it's own suspension for the first time in at least a decade.
Diana :cool:
Today's effort re-fit the cab and tray ready for the 50Km trip to the chook shed, now it means I can get more than one day's work each week. :)
https://www.aulro.com/afvb/images/im...014/12/838.jpg
Aftermarket suppliers in the USA make R&P sets for the 9" in a plethora of ratios for the hot rod and drag race communities. You could always consider a quick change centre like a Halibrand so you can swap between ratios for commuting, touring, towing, off road, and so on. For a 6x6 you would need three of them so might not be economical.Quote:
Originally Posted by wagoo
By the way, the opposite of hypoid is amboid.
have a look at The New Halibrand