ashtrans

Hi, we broke a few of them at Billing but to be honest I was busy holding the shield down to stop any debris coming out and hitting the crowd rather than watching the pressure gauge but as far as I am aware they didn't vary all that much,

Hi FYI data from our test rig, all at full lock, 30 deg : genuine AEU2522 will fail at 4154 ft/lb, bell shatters cheapo, paddock etc, fail at 4242 ft/lb, stub shaft shear genuine 32 spline, fail at 3713 ft/lb, usually halfshaft shear in CV Ashcroft ones, 5734 ft/lb BUT the CV didn't fail, the HD shaft did !

I think Jim's winch is great, however I should point out I know nothing about winches and this view point is purely based on the fact that he gave me 5 cans of beer at the said show !

Thanks Peter, I was about to say a similar thing, the CV's now come grease filled from new and we would suggest also fitting them with '1 shot' for good measure. I have looked into the grease / oil debate and the manufacturer clearly prefers grease due to improved shock loading abilities. One of the better CV greases available in the UK is made by Morris, called 'K48',

Hi, you are welcome bring or send it in and I will have a look and give you a price, hopefully the ARB is OK but apart from the bolts the cross pin looks to be poking out a little too far, hope all is well inside there, this wants stripping and checking. The ring and pinion may 'dress up' once the high spots are ground off but it depends how much damage they have. it may be a good idea to put in a set of bearings as they are not dear and will have had some debris through them also,

as the noise is there in 4th and 5th I would suggest this is likly to be from the transfer case, are you able to get it on a wheels free ramp in the air, put it in diff lock and get it upto 40 or 50 MPH with someone underneath listening ?

RTC3095

autobox and torque converter 85 KG borg Warner transfer case 45 KG allow another 10 KG for shifter / mounts etc,

it suddenly went from sunny to very dark, then windy, then HUGE rain, 10 mins later big crashing noise, tree down, squashed 110 right opposite, people running over, luckily no one hurt, 2 mins later ambulance arrived and nearly skidded straight into it on the wet grass ! as soon as it went dark and we could see it coming we opened all the vans and cars and just started throwing everything in, we were planning on leaving late sat but not quite that early ! a memorable end to a good show,

Hi, unfitted are : 300 TDI defender / Disco, 24 spline fitted are : early RR classic / early Disco, 10 spline,

They fail because they run with the hub dry, put in new flanges, new shafts and bin the hub oil seals so the spline runs 'wet', you won't have the problem again,

Hi we have a spare 4.1 set to suit Salisbury and a center which has been pre-drilled also the input pinion bearing, you will need to modify the flange to suit. Contact Ashcroft-Transmissions if you are interested.

Hi, due to problems with the old supplier it was very difficult for us to get them individually, with the new supplier not only are they a better product but we can supply individually if required and now come warranteed against failure. in stock, we can supply Truetracs, phone me with what spec you are looking for, ie, just the diff centres or built up, 3.54 / 4.11, pegged or not,

Sorry, looks like I misread that, it’s a little ambiguous

"Keith (revor on pirate) from rovertracks does that on all the CVs he fits, and he hasn't had any fail." Read post 55 and 59 : http://www.pirate4x4.com/forum/showthread.php?t=476460

or maybe grind the spline to avoid the heat treatment,

I have another customer that also needs some shorter ones for a bespoke application that is thinking of buying some, cutting to length and re-splining them,

sorry no, just these : http://www.ashcroft-transmissions.co.uk/category_17.html

Have a read here : http://www.devon4x4.com/forum/viewtopic.php?t=1586

Hi D-90, I understand your reasoning for going to the 2522 set up is so that you can either fit a stock 2522 or upgrade to our new HD 2522 style CV's if you break a stock one but bear in mind a few things, 1) if the stock 2522 breaks it often chews the halfshaft also so a field repair is not always straight forward, 2) if you fit some of our later type 'CVL' HD CV's and 23/24 spline shafts these are a direct fit in place of the stock 300 / TD5 set up, so just supposing you do have a failure in the field you can just drop back in the stock CV / shaft to keep you going, 3) we have now sold approx 150 pairs of CV's and approx 200 pairs of the new design of shafts, ie 300 CV's and 400 shafts over the last 8 months to serious off roaders all over the world, we have not had one single failure to date of a shaft or CV, (not bad even if I do say so myself !) for your interest and others we will be at Billing this year, one of the main features of our stand will be our destructive test rig where we will be breaking shafts and CV's a plenty so you can see for yourself the differences in strength. Hope to see you there,

this may be useful, from our website : List of Serial numbers and corresponding Ratios All stock LT 230"s have a low ratio of 3.321, the following list refers to the high range ratio. 12D = 1.667 LT 230R 13D = 1.410 LT 230R 14D = 1.003 LT 230R 15D = 1.192 LT 230R 20D = 1.667 (2.5 N/A 110), 22D = 1.410 (all 4Cyl 90/110 bar above), 25D = 1.410 (V8 110 LT 85), 26D = 1.003 (RR Classic 3 speed auto), 27D = 1.192 (early RR Classic), 28D = 1.222 (RR and Disco I), 29D = 1.192 (V8 90 LT 85), 32D = 1.222 34D = 1.410 (2.0 Disco I), 36D = 1.211 38D = 1.211 40D = 1.211 (NAS/Japan 90&Disco), 41D = 1.211 (Disco II, diff lock stud), 42D = 1.211 (Disco II, diff lock stud), 43D = 1.410 (90/110 TD5), 57D = 1.410 (90/110 TD5), 61D = 1.211, 62D = 1.211, 68D = 1.211, 69D = 1.211, 70D = 1.211 (Disco II, no diff lock), LT 230 Transfer case comparisons 1.003 > 1.222 = 17.92% Drop 1.003 > 1.410 = 28.86% Drop 1.003 > 1.667 = 39.83% Drop 1.222 > 1.003 = 21.80% Raise 1.222 > 1.410 = 13.33% Drop 1.222 > 1.667 = 26.70% Drop 1.410 > 1.003 = 40.57% Raise 1.410 > 1.222 = 15.38% Raise 1.410 > 1.667 = 15.41% Drop 1.667 > 1.003 = 66.20% Raise 1.667 > 1.222 = 36.41% Raise 1.667 > 1.410 = 18.22% Raise For those considering a ratio change the following may prove useful. MPH per 1000 rpm = 2.976D/ MTR -------------------------------------------------------------------------------- D Tyre diameter in inches (more accurate to use 2 x rolling radius) -------------------------------------------------------------------------------- M Typical 5 speed manual box, select a ratio 1st 3.60 These ratios will vary a little between box types 2nd 2.11 3rd 1.40 4th 1.00 5th 0.77 Rev 3.43 -------------------------------------------------------------------------------- T Transfer ratio select a ratio High 1.003 1.222 1.410 1.667 Low 3.321 -------------------------------------------------------------------------------- R Differential select a ratio 4.70 S 4.11 L 3.54 S L Special S stock

the 4HP22's are M16 x 1.5, 4HP24's are M18 x 1.5

any idea where I can find the results ?

Are there any issues with running the 4 cyl clutch on the V8's power??? the 4 cyl is 9.5", the V8 is 10.5" plate I guess it depends on the size of the V8, many people have used the 4 cyl one over the years,

In fact it's to mate to a V8 (using a stumpy bellhousing which has the 200tdi/series engine bolt pattern and then a series-box-to-V8 conversion ring). Complicated, but short! this is the shortest option but you will have to use the 4 cyl clutch I think as the V8 won't fit, Dave - you wanna run a tutorial day? If I get you guys to do the shaft, can I watch (anorak voyeurism...)?!? you are welcome to watch, Dave - do you do a telephone consultation service? I don't mind helping but I talk real fast when busy ! (must get one of the £1 / min lines !)