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Defender SVX



Member Since: 29 Jan 2009
Location: Co Durham
Posts: 726

United Kingdom 2008 Defender 90 Puma 2.4 SVX Soft Top Santorini Black
Yes both parts of the snapped pin loose in the bottom as well as the two gears. Very surprised it didn’t fail more spectacularly and cause more damage. Formerly mao99999
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Post #864481 30th Oct 2020 7:11pm
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BenB8man



Member Since: 22 Mar 2017
Location: Norfolk
Posts: 427

United Kingdom 2010 Defender 110 Puma 2.4 DCPU Stornoway Grey
Anyone manage to catch this before it occurs in such spectacular fashion? Are you able to see this elongation from the oil drain/filler with an inspection camera?
Post #864578 31st Oct 2020 11:58am
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blackwolf



Member Since: 03 Nov 2009
Location: South West England
Posts: 16808

United Kingdom 2007 Defender 110 Puma 2.4 DCPU Stornoway Grey
You probably could check for elongation through the filler hole.
Post #864583 31st Oct 2020 12:32pm
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Dinnu



Member Since: 24 Dec 2019
Location: Lija
Posts: 3140

Malta 2012 Defender 90 Puma 2.2 CSW Santorini Black
Is this the result of too much wheelspin? Or poor quality?
I expect for 4 gear diffs, the pin cannot rotate in the housing. All rotation is between spider gear and pin.
Perhaps for the 2 gear diff, would be smart to glue the pin to the housing and any wear will be in the spider gears or the pin itself. 1988 90 Hard Top, 19J Diesel Turbo, Shire Blue - Restoration ongoing
2012 90 CSW, 2.2TDCI, Santorini Black
Post #864611 31st Oct 2020 5:07pm
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blackwolf



Member Since: 03 Nov 2009
Location: South West England
Posts: 16808

United Kingdom 2007 Defender 110 Puma 2.4 DCPU Stornoway Grey
On a two-gear diff the pin cannot rotate until the locating roll-pin breaks, which invariable happens. The root cause is the Puma engine is too powerful for the single cross-pin to sustain - bear in mind that the entire front driveline power is transmitted through that single pin, and the contact areas between the pin and the diff cage is relatively small. Bottom line, the diff was not designed for an engine with some much torque in a farily heavy vehicle and longevity suffers as a result.

Landrover acknowledged this at the rear and fitted the P38 4-gear diff to LWB TD5 and TDCi Defenders, and sort-of acknowledged it further by then designing the 4-gear Rover pattern diff to fit the standard diff carrier, and even said that the 4-gear diff would be standard in the front of the LWB vehicles. I have never seen an explanation why, after doing and saying this, they clearly failed to fit them them in a great many LWB vehicles.

The relative weakness of the Rover pattern diff has been known for years, which is why the IIB had ENV axles, the earlier LWB and uprated vehicles had Salisbury diffs. One can only assume really that towards the end the people who worked at Landrover were too stupid to understand the engineering learned by their predecessors or simply didn't care.
Post #864615 31st Oct 2020 5:24pm
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ickle



Member Since: 22 Jul 2010
Location: South Vendee
Posts: 1726

France 2008 Defender 110 Puma 2.4 CSW Alpine White




Just an update, it is possible to check for impending doom through the filler with a little inspection camera, probably better to drain the oil and flush with a spray of paraffin or similar to be 100%
Post #878920 16th Jan 2021 5:51pm
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