 | Home > Technical > Diff failure caught just in time ! |
 
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| 90 Dreamer Member Since: 13 Jul 2019 Location: Oop North Posts: 2050   
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What sort of cost is involved in a front ATB??
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29th Jun 2021 9:07pm |
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| LR90XS2011 Member Since: 05 Apr 2011 Location: bickenhill Posts: 3612 
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www.ashcroft-transmissions.co.uk/limited-slip-differentials.html
plus fitting unless you do it yourself DEFENDER 90 TDCI XS, I hope everyone is well and your land rovers make you happy |
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29th Jun 2021 9:08pm |
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| LR90XS2011 Member Since: 05 Apr 2011 Location: bickenhill Posts: 3612
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its worth reading the other thread on here or on ASHCROFTS website, my experience and my 90 is 99% on road use including towing a 1.6 t caravan I fitted the rear first and there was little difference on road other than less play in the transmission, but there was noticably less TC activity on wet grass and gravel. when the front was fitted for some time the car quite noticably pulled to the left and had noticable torque steer this was annoying and I spent ages looking for any reason for this but it was immediately apparent following fit, (this has been noted by others), it wasnt bad just enough to need to have a hand on the wheel at all times, this dissappeared over about 2000 miles and isnt apparent now!! With both and some miles on them I have very little transmission slack, I also have an ashcroft gearbox adaptor shaft and 1 piece disco 1/2 shafts so have removed most of the culprits. On dry tarmac other benefits include better turn in, better braking, and better pull to centre under power in the lower gears, On wet tarmac tight turns under power can result in understeer (bit like a FWD car) but this is easily corrected by easing off the throttle. I have to really abuse the clutch / engine out of a junction to get any TC activity even on wet roads. On grass or loose surfaces it has loads more grip than before and TC is pretty much redundant I am happy I spent my money well but mainly as I dont want a front diff failure and my reasons for fitting were justified on avoiding diff failure not the other benefits DEFENDER 90 TDCI XS, I hope everyone is well and your land rovers make you happy |
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29th Jun 2021 9:29pm |
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will keep my eyes peeled for an upgrade
| blackwolf Member Since: 03 Nov 2009 Location: South West England Posts: 16858 
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A couple of observations about Ashcroft ATBs from my personal experience:
1. An Ashcroft ATB is substantially better, stronger, and cheaper than an exchange genuine open diff from LR, and if you buy it in built-up form it will have been assembled with more care and skill and by someone who cares, unlike the LR offering, and 2. If you fit one or more ATBs keep on top of your axle oil hygiene. The one method I've found so far to destroy one is to run it with contaminated oil (with added dirty flood water) in the axle case. This resulted in a fretting failure of the side gear splines as well as damage to the preload components within the ATB. This is not a criticism of the ATB and was entirely my own fault, but reinforces the need to check the axle oil after doing daft things even if you have raised breathers! |
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29th Jun 2021 10:56pm |
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| SJM2018 Member Since: 06 Jul 2018 Location: Bristol Posts: 296 
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Think I'm going to bite the bullet and ask Ashcroft to fit their ATB to both ends of my 90.
I do a lot of motorway miles and the prospect of a diff seizing / locking gives me the heebie-jeebies! Is anyone aware of a def2 discount at the moment? 2011 CSW XS 90 |
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30th Jun 2021 4:42pm |
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| landy andy Member Since: 15 Feb 2009 Location: Ware, Herts Posts: 5416 
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Motorway miles won’t kill, or bother a diff. Off road, wheel spinning, or drifting is when they are working.
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30th Jun 2021 5:41pm |
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| Angus_Beef Member Since: 30 Apr 2015 Location: Oslo Posts: 434  
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I’m in for a road trip to Dave’s to get all three atbs… Roaming around 🇳🇴🇨🇭
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30th Jun 2021 5:53pm |
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| LR90XS2011 Member Since: 05 Apr 2011 Location: bickenhill Posts: 3612
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forgot to add mine is a keeper so the investment was judged on the basis I was keeping it until it was banned or I could no longer drive DEFENDER 90 TDCI XS,
I hope everyone is well and your land rovers make you happy |
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30th Jun 2021 6:07pm |
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| blackwolf Member Since: 03 Nov 2009 Location: South West England Posts: 16858
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Motorway miles will kill a 2-gear front diff in a Puma 110 or 130 for the reasons explained above. No off-road use nor wheel-spinning is needed with a Puma. |
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30th Jun 2021 7:21pm |
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| BogMonster Member Since: 05 Feb 2008 Location: Stanley Posts: 389  
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Nope, I've stretched a few over the years and never had traction control. --- 2006 Defender 110 SW 300Tdi • 2011 Ford Ranger XLT crewcab • 2015 Defender 110 Station Wagon Utility TDCi |
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27th Jul 2021 10:22am |
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| ashtrans Site Sponsor Member Since: 08 Nov 2008 Location: Harpenden Posts: 254
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I wonder if the wall thickness is thinner in the later carriers ? Dave
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30th Jul 2021 6:27pm |
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| Dinnu Member Since: 24 Dec 2019 Location: Lija Posts: 3188  
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I do not tow on a regular basis, but today was one of those days where I need to tow a 2.5 tonne (or thereabouts) boat on a trailer. Where I live, the topography is a bit hilly, albeit short hills. Going up a hill, 2nd high, engine at about 2500rpm, considerable load on the engine, could feel quite some vibration coming through the transmission. This is on a 2.2. I do not think I ever felt that on my older 90.
Wonder if the propshaft geometry and/or the engine level, or lack of it, are the primary source of these vibrations. In normal driving, I do not feel any vibrations. 1988 90 Hard Top, 19J Diesel Turbo, Shire Blue - Restoration ongoing 2012 90 CSW, 2.2TDCI, Santorini Black |
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14th Sep 2021 2:42pm |
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| Angus_Beef Member Since: 30 Apr 2015 Location: Oslo Posts: 434
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My old clutch used to do this under those circumstances- soft springs bottoming out in the clutch disk Roaming around 🇳🇴🇨🇭
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14th Sep 2021 2:44pm |
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| Dinnu Member Since: 24 Dec 2019 Location: Lija Posts: 3188
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Hmmmm... that is possible.
But if they were engine vibrations coming from the power strokes, at engine speed of 2500rpm, I should have felt vibrations that are at around 5000pulses/min (2 power strokes/revolution) or 83.3Hz. From Ashcrofts' site, https://www.ashcroft-transmissions.co.uk/calc/ratio_calc.html, total, including final drive ratio on 2nd gear is 12.17:1. So at 2500rpm, the wheel are turning at 205.4rpm (3.4Hz). Propshaft would be turning 3.54 times faster than the wheel which 727.2rpm (12Hz). Propshafts out of phase will have 2 speed oscillations/revolution.. so that translates to 24Hz. The problem is that I cannot give a feeling of what was the speed of the vibration, but clutch springs bottoming out is very plausible as would transmit all harmonics in the system to the driver. Unfortunately I do not know what clutch I have. Edit. I guess those vibration are not good for the drivetrain, diffs and drive members seem to be the first to suffer. 1988 90 Hard Top, 19J Diesel Turbo, Shire Blue - Restoration ongoing 2012 90 CSW, 2.2TDCI, Santorini Black |
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14th Sep 2021 8:07pm |
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