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Thread: Series III Axle Assemblies

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    Series III Axle Assemblies

    Hello All. Just a quick Question.

    The Salisbury rear axles were fitted to the 109" models upon their introduction in order to solve the broken axle syndrome. Are the Salisbury assemblies suited to the 88" models as well? Are the mounting points the same between the 109" and the 88" models?

    Thanking you in advance,

    Rohan.

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    Were the sals introduced to solve the perceived axle breaking issue or were they introduced to deal with the heavier load carrying capacity of the 109s over the 88s?
    REMLR 243

    2007 Range Rover Sport TDV6
    1977 FC 101
    1976 Jaguar XJ12C
    1973 Haflinger AP700
    1971 Jaguar V12 E-Type Series 3 Roadster
    1957 Series 1 88"
    1957 Series 1 88" Station Wagon

  3. #3
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    1. Rohan, No (unless modified)

    The springs on a 88 are under the chassis, on a 109 they are alongside the chassis. So you need to have the spring pads moved, and probably issues with shocks as well.

    Also, there is a serious problem with the prop shaft having to be reduced to too short a length due to the longer nose on the salisbury. This makes the deflection angle of the u-joints too great, although some have apparently got away with it. (note that this applies to all swb series Landrovers.

    2. The salisbury axle was introduced as an option in late 2a production, almost certainly because of axle failures (in my view some but not all Rover axles were poorly heat treated during Series 3 production). ENV and later salisbury axles were first introduced on the One Ton, to carry the heavier load and went from there into regular 109s.

    Quite apart from axle breakages, it is not impossible to break the Rover diff. The actual axle housing, reinforced in most 2a 109s is not prone to breakage or bending. However, most of the issues with the Rover axles and diffs are only apparent with a combination of overloading and abusive driving. Considering it was designed in the mid 1930s for on road cars with modest power, the Rover diff has performed well. (With progressive improvements over the years it served well into the 2000s, with engines far more powerful that the designers envisaged, plus low range and off road use.
    John

    JDNSW
    1986 110 County 3.9 diesel
    1970 2a 109 2.25 petrol

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    Quote Originally Posted by JDNSW View Post
    1. Rohan, No (unless modified)

    The springs on a 88 are under the chassis, on a 109 they are alongside the chassis. So you need to have the spring pads moved, and probably issues with shocks as well.

    Also, there is a serious problem with the prop shaft having to be reduced to too short a length due to the longer nose on the salisbury. This makes the deflection angle of the u-joints too great, although some have apparently got away with it. (note that this applies to all swb series Landrovers.

    2. The salisbury axle was introduced as an option in late 2a production, almost certainly because of axle failures (in my view some but not all Rover axles were poorly heat treated during Series 3 production). ENV and later salisbury axles were first introduced on the One Ton, to carry the heavier load and went from there into regular 109s.

    Quite apart from axle breakages, it is not impossible to break the Rover diff. The actual axle housing, reinforced in most 2a 109s is not prone to breakage or bending. However, most of the issues with the Rover axles and diffs are only apparent with a combination of overloading and abusive driving. Considering it was designed in the mid 1930s for on road cars with modest power, the Rover diff has performed well. (With progressive improvements over the years it served well into the 2000s, with engines far more powerful that the designers envisaged, plus low range and off road use.
    Thanks again John. That kind of advice will save me heaps of time and probably a lot of money.

    Cheers,

    Rohan.

  5. #5
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    I put a 109 Salisbury with a McNamara diff lock under one of my 2A 88's, as mentioned the spring perches have to be relocated & prop shaft shortened . I never had an issue from the short shaft , was in daily use for many years.

    On another 88" I fitted coil suspension , a Ford V8 / C10 Auto with a Nissan G60 transfer case, the rear shaft was about 12" long , never had an issue there either even with increased suspension travel / articulation.

  6. #6
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    If ever you do want to beef up the rear axle on an 88, McNamara diff specialists make (or at least, they did ​make...not sure if they still do) a diff centre which bolts into the original crownwheel and will take the later, stronger halfshafts - all housed in the original axle housing.

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