Pinion Preload Shims

When assembling a diff you will have to set both the pinion height and the pinion preload using shims, the genuine ones are about £ 6-8 each if available and there are about 20 in each range, the genuine ones are single shims but we have made a set of 8 shims in each range which can be stacked in different combinations to achieve the required thickness. 

There are 8 shims in each range, 16 in total, one of each, thicknesses are, 0.05, 0.1, 0.2, 0.3, 0.5, 1.0, 1.5 and 1.9mm.

Always use as few as possible to achieve the required thickness.

When setting the pinion preload always fit the thickest shim on the pinion first.

Note the pinion height shims supplied in this kit will not fit the very early Imperial diff with the bolt in oil seal.

INFO ON THE FITTING KIT OPTION CAN BE FOUND HERE

A little background on the LT230 centre diff. The centre diff is there to allow the props to turn at different speeds when cornering to stop drivetrain wind up. The speed difference is quite small and the centre diff gears are only designed to cope with these low speeds. If you are Off Road on snow or ice and you get wheelspin from one front wheel, what will happen is the rear prop will not be moving, the front will thus be going double speed, this means the small centre diff gears will be spinning like fury and after a matter of only a few seconds the planet gears will friction weld to the cross pins and the gears will fail etc. Of course in this situation the centre diff should be locked to avoid failure.

There are instances when it’s not convenient to keep the diff locked or to constantly lock and unlock the diff as the available traction dictates, EG. when racing fast on a low traction surface, the vehicle will not handle well when locked but is likely to wheel spin when unlocked.

Another example of where the ATB would help would be when rapidly changing from high to low traction surfaces, i.e. when driving on snow or ice,

In both of these examples the ATB will limit the amount the difference in prop shaft speed and transfer torque to the axle with traction.

The two big advantages are increased traction when unlocked and eliminating the weakness of the stock unlocked centre diff.

Note the ATB centre can still be locked like the stock unit when required, locking the diff is still advised when prolonged wheel spin is anticipated.

Note : Due to the nature of the ATB diff we do not recommend the vehicle is brake tested on rollers, ask for a decelerometer to be used instead.

We recommend using a Mineral based EP80/90 oil

HD ASHCROFT CROWNWHEEL & PINION SETS

• PLEASE NOTE - we only keep the most popular sizes in stock - everything else we order in as needed. If we need to order in - allow 7 business days approx.
• HD IS NOT AVAIL IN STD 3.54 RATIO
• REVERSE CUT GEARS ARE SUPPLIED FOR ALL FRONT SETS
• NO GEARS AVAIL FOR SALISBURY REAR DIFFS SORRY
• These pinions accept the bolt style later pinion flange - we also stock these and can also be found under the Diff & Cv section. 

**FRONTS WILL SUPPLIED AS 'REVERSE CUT - FOR ADDITIONAL STRENGTH UNLESS YOU REQUEST OTHERWISE. REVERSE CUT GEARS WHILST ARE MUCH STRONGER UP FRONT, THEY DO PRODUCE MORE NOISE

**ALL OF THE GEAR OPTIONS ARE FOR ROVER24 DIFFS ONLY.

**P38 ROVER REAR IS AVAIL IN A STD DUTY 4.12 RATIO, OR STD REPLACMENT 3.54 ONLY

**SALISBURY CW&P NOT AVAILABLE

ASHCROFT CROWNWHEEL & PINION SET - P38 REAR

• 3.54 Ring & pinion to suit post 2002 110 rear & P38 differentials

*THESE ASHCROFT UNITS WHILST NOT A TRUE HD UNIT - ARE STRONGER THAN GENUINE LAND ROVER*

LAND ROVER DIFFERENTIAL REBUILD KITS

Set of four bearings and one seal for the late 110 rear or P38 type diff, and Rover24 style banjo diffs

• 4x Timken bearings (side carrier/journal AND pinion)
• 1x Pinion seal

The pinion height shim kits will likely come in handy when settng a diff up from scratch - CLICK HERE to see them

ROVER 24 = Rover-type diff to suit front and rear of all Range Classic; all Discovery 1 and 2, all Defender 110 & 130 + Perentie (front only)

P38 REAR = P38A or rear Defender from approx. '02 on.

LAND ROVER DIFFERENTIAL PINION REBUILD KITS

Kit excludes the SIDE CARRIER/JOURNAL bearings and is ideal for those fitting the Ashcroft Locker which is supplied with new side carrier bearings already fitted

The pinion height shim kits will likely come in handy when settng a diff up fro scratch - CLICK HERE to see them

ROVER 24 = Rover-type diff to suit front and rear of all Range Classic; all Discovery 1 and 2, all Defender 110 & 130 + Perentie (front only)

P38 REAR = P38A or rear Defender from approx. '02 on.

Protect yourself against catastrophic differential failure offroad!

Pegging your rover diffs is defiantly worth considering, and advisable if you are running big tyres, lockers, and low tyre pressures offroad. These kits stop your crown-wheel gear inside the final drive from coming our of 'mesh' with the pinion gear. The result of this are catastrophic failure! 

• M16 Grub Screws
• Bronze Phosphor pad
• Laser cut 6mm Steel face plate piece 
• 10mm Steel top plate piece 
• M16 Nyloc nuts 
• Well tested 

CLICK HERE TO SEE DIFF PEGGING EXPLAINER VIDEO

 Rover 24 spline propshaft flange to fit the pinion. Please note this is the later type which does not need the 12.5mm spacer (part no. 539745) to be fitted, if you have a square flange this spacer will be fitted and will need removing to fit this later type.

The Ashcroft Torque Biasing Limited Slip Differential

The key features are: -

• Fully automatic, needs no driver input
• Totally transparent on road, i.e, no unwanted adverse effects
• Only comes into play when one wheel looses traction, i.e, a difference in wheel speed
• Enhances the traction control as it multiplies the bias load created by the braking effect of the traction control
• Needs no adjustment as the gears compensate for any wear that takes place
• Only with 24 spline side gears
• No airlines etc required like an airlocker
• Option of new side carrier Bearings

The Ashcroft Torque Biasing centre works best with a good quality Mineral based oil, we do not recommend synthetic oils, friction additives / modifiers and not required.

Ashlockers are renowned in the Land Rover communities as being the go too choice for a selectable diff locker...and for good reason!

ROVER-24 = Fit to Perentie/County front to convert to 24spline! (These axles needed for the conversion)

ROVER-24 = Fit all Defender, Discovery 1, Discovery 2 & metric RRC fronts. Will also fit Defender 90, Discovery 1, & Discovery 2 rears.

DEFENDER P38 = All later model Defender 110 & 130 P38 Rear style diffs

Concept
There are many types of lockers available for Landrover vehicles but all seem to have a weak point or Achilles heel, so Ashcroft set out to design a locker from a blank canvas to be cost effective, strong and without the weaknesses of other designs.

Design
Ashcroft wanted a selectable locker which would fit into the rover diff casing with minimal installation work, i.e, without mods to the axle housing. We looked at electric and pneumatic activation and decided pneumatic was preferable for reliability and simplicity. One of the key requirements for our design was zero air leaks as this is one of the main issues with other air operated lockers. To achieve this we opted for a static piston rather than the rotating seal used on other air lockers, which was prone to leaks. We also wanted to ensure we had a full 6mm of engagement when locked as other air lockers have just 2.5mm and are prone to slipping out of lock when loaded.

The final design settled on a 4 pin diff centre; one of the diff side gears has an outer ring of dog teeth around it which a locking collar engage with when locked, thus locking collar is on the crown wheel side, the locking collar is held with 4 pins which pass through the diff centre on the non crown wheel side . Outside the diff centre the 4 pins are peened to a steel thrust ring, this assembly forms a robust all steel ‘cage’, not plastic like other designs which were prone to failing.

On the non crown wheel side inside the journal end cap is a cylinder in which sits a bronze piston, the piston has a groove around the inside and outside diameters which O rings sit in. Once the piston is fitted a retaining ring is bolted around the end of the cylinder to stop the piston coming out, air is fed to the cylinder through a copper pipe to a 90 deg compression fitting which fits to the outside diameter of the cylinder. When air is applied the piston moves along the cylinder until it reaches the retaining ring, it does not spin in the cylinder, the cylinder is static and sits on a bronze bush at the side of the diff centre. Inside the journal bearing on the cylinder side is a bronze thrust ring to hold the cylinder. A locking tab is fitted to one of the journal end cap bolts and locates in a cut out in the cylinder to stop it rotating.

The copper air feed pipe goes from the side of the cylinder through the diff housing, it doesn’t have to pass over the crown wheel.

The lockers are assembled on Ashcrofts premises and supplied with switch (front and rear fascias), solenoid, air line and all required fittings, excludes air compressor.

We have used 6mm pneumatic push fit fitting to the locker as we have found that other air lockers that have threaded fitting and hoses will either tear a pipe or break a fitting if the air line gets snagged on a branch etc, our locker uses these pneumatic ‘push fit’ fittings which will still get snagged but just pull out so you just need to push back in to fix rather than having to replace hoses etc.

Operation

When air is applied, the static annular piston moves across and pushes the spinning thrust collar which slide the 4 pins and move the locking collar over the side gear teeth to lock the diff, the diff is unlocked when the air pressure is released and 4 return springs push the locking collar out of engagement with the side gear. These diffs need 75-100 Psi to operate.

Materials
Whilst we want the unit to be cost effective, the strength is paramount, all steel parts are turned from billet UK spec EN24T, Gears are 8620, locking collar is 300M.

Key features :

• Full 6mm of locking collar engagement
• Static annular piston, minimises risk of air leaks
• Large diameter piston gives a 55% increase of hold in force over competitors
• High spec materials throughout
• 2 year manaacturers warranty

The Ashcroft Torque Biasing Limited Slip Differential

To Suit the 110 rear axle up to 2002, (BOTH DRUMAND DISC SALS)

The key features are: –

• Fully automatic, needs no driver input
• Totally transparent on road, i.e., no unwanted adverse effects
• Only comes into play when one wheel loses traction, i.e., a difference in wheel speed
• Enhances the traction control as it multiplies the bias load created by the braking effect of the traction control
• Needs no adjustment as the gears compensate for any wear that takes place
• Only with 24 spline side gears

The Ashcroft Torque Biasing centre works best with a good quality Mineral based oil, we do not recommend synthetic oils, friction additives / modifiers and not required.

The Ashcroft Torque Biasing centre is a ‘Helical Gear’ type LSD with six gear pockets.

There are a number of other LSD available including the ‘plate type’ and the Torsen T1, we believe the Ashcroft Torque Biasing centre is superior to the Plate type LSD principally because of the high preload necessary to make the plate type effective, this high pre load leads to ‘harshness and vibration effects’ and causes high premature wear. The Torsen T1 was the forerunner Automatic Torque Biasing centre and relied on a different principle to generate cross torque, effectively using coupled worm and wheel gears, being driven backwards, to create the necessary friction loads. These often failed due to this high loading destroying the worm gears.

The helical gear type Ashcroft Torque Biasing centre has many advantages that overcome the objections to other designs. There is a minimal pre-load necessary to engage the gears but this does not cause excessive wear or harshness, the helical gear type is virtually invisible to the driver on normal road use as the gear/pocket friction simply does not occur.

So how does this ‘helical gear’ Torque Biasing centre work? as stated earlier there are six sets of helical gears, mounted parallel to the axle, each side ‘sun’ gear drives six helical gears, these mesh with six corresponding helical gears which in turn drive the opposite side ‘sun’ gear. The important factor is the fact that these helical gears are mounted in ‘pockets’ in the centre carrier, so any radial load on the helical gears causes them the press against the side of the pocket creating friction. This is why we use six pockets as opposed to three in another well-known brand, more pockets more friction and better Torque Biasing effect.

One of the drawbacks of the Torque Biasing centre is that it is always necessary to have some load on one wheel per axle. if there a no load situation e.g., cross axle the wheel with traction would only see approx. three times the load on the wheel with no traction i.e., nothing! To overcome this, as stated earlier, the Ashcroft Torque Biasing centre is fitted with some preload springs to provide some loading to the side with no traction in the event of a cross axle, where this pre-load is not providing sufficient traction to the other side then one favourite trick is to apply a small amount of left foot brake whilst applying more throttle. This manoeuvre fools the diff by providing load to the non-traction side which is multiplied by the Torque Biasing centre (approx. 3:1) to the other side, the loss of drive attributed to the brakes which are acting equally on both wheels is overcome by the additional throttle. In a car fitted with Automatic Traction Control this braking all takes effect automatically and the Torque Biasing centre provides additional traction by multiplying the ATB effect.

The Ashcroft Torque Biasing centre diff can be fitted in the front or the rear, in the rear you will not notice it’s there during normal road driving, in the front it will make the steering self-centre a little more than normal when coming out of a corner but this is only very slight and will lessen within the first few hundred miles and also you will find you automatically adjust to this feeling very quickly.

So why use an Ashcroft Torque Biasing centre instead of a locker?? basically when driving on a low traction surface. for example, sand, snow, or even wet grass rather than have a locked diff which can ’cause’ loss of traction for example when cornering as both wheels are forced to travel at the same speed, one wheel typically breaks traction allowing all the drive to the other wheel which will also break traction. The Ashcroft Torque Biasing will allow wheel speed difference but at the same time will always try to equalise the torque to each wheel, this reduces the possibility of a spin out situation.

Note: Due to the nature of the Torque Biasing diff Ashcroft do not recommend the vehicle is brake tested on rollers, ask for a decelerometer to be used instead.

Unfortunately, we are unable to supply HD crown wheel & pinon sets for the Salisbury differential ,but can supply rebuild kits

G.LEWIS DIFF DRAIN/FFILL PLUGS - MAGNETIC!

Fits:- all Defenders / Discovery 1 / RRc / axles, will also fit the LT230 Transfer Box level plug

Available in pairs, or set of five

Set of five does two Axle level plugs. two Axle drain plugs, and one LT230 Transfer Box Level plug.

These are the same thread as a standard level or drain plugs (3/4 BSPT), they also have the 1/2″ square hole in them to undo or tighten them, the main benefit is they have a magnet fastened onto them that will catch any bits of metal floating around in the axle or diff, 

We always use 2 per axle, 1 as the drain plug and 1 as the level plug, it is a good thing on the level plug as when you check the oil if there is contamination on there you know something is going wrong before it is to late.

One-shot CV joint moly grease specifically for Genuine Land Rover swivel housings. This use-once pack contains "one-shot" of grease for one swivel housing. Replaces the oil traditionally used in the earlier models; does not need to be changed on a regular basis.

Suits all Genuine Land Rover models with swivel balls - all Series models, all 110 and Defenders, all Disco 1 and all Range Rover Classic models

ONE PACK NEEDED PER SIDE

PERFECT TO USE IN COMBINATION WITHT HE PART TIME KIT WE STOCK FOUND HERE

(CAN ALSO BE USED WITHOUT THE PART TIME KIT, ALL IT MEANS AS THE DRIVESHAFT AND DIFF/AXLES/CVS ARE STILL ROTATING...UNLESS YOU ALSO USE FREE WHEELING/LOCKING HUBS)

• SUIT: DEFENDER 1994-2016 & DISCOVERY 1994 ON

PRE 94 KITS AVAIL ON REQUEST, AS ARE SERIES 3 KITS

These fit front and Rear, Series 2 and 3, Defender, Discovery 1, Discovery 2, Range Rover Classic. (They will not fit sailsbury axles),

They can also be used for many other makes and types of axles of similar size, Like Hilux and other mid size Japanese 4x4's

These guards weld onto the axle casing NOT the diff pan, they allow you to wash and clean behind them to stop the diff pan rusting, they are made out of 6mm mild steel and are folded to give maximum strength.

*Modification required to fit to a P38 Def rear diff

Heavy Duty CV joints for Land Rover vehicles with a FIVE YEAR manufacturers warranty

This is the STRONGEST direct replacement available for your Land Rovers famously weak C.Vs 

• Made with a 300m inner & cage, and a 4340 Chromoly bell

You will need to convert to 23/24 spline half-shafts to run these if you have not already.

There has for some time been a need for a stronger CV joints especially with the recent trend of fitting 35" tyres or similar, some people shrink a band around the existing CV bell, some fit the early type AEU2522 to the later axles as this is the strongest one Land Rover can offer but these still fail under hard use.

INTERESTING FACTOIDS:

• 32 spline shaft cross section is 542mm sq.
• 23 spline shaft cross section is 714mm sq
• THAT IS A 23% INCREASE IN SECTIONAL AREA OVER A STD 32 SPLINE CV END AXLE

Ashcroft have manufactured the CV from scratch using improved materials, the inner and cage are from 300M and the bell is from 4340 Chromoly. There are a number of design changes which have been incorporated to produce a CV far exceeding the strength of anything else on the market.  Please click for product technical data - housing & domemass.

These units have been subject to some very thorough testing in the UK ,Europe & Australia and allow the driver to confidently use the front locker when on full steering lock even with the vehicle on it's nose. We are also  able to offer late style CVs which are ABS compatible. Please click here for some of Ashcrofts test results.

Please note the manufacturers  five year warranty is only valid for vehicles with up to and including 35" tyres. 

***ALSO AVAIL FOR COUNTY/PERENTIE - PLEASE JUST LEAVE A NOTE WITH YOUR ORDER***

INTERESTING FACTOIDS:

• 32 spline shaft cross section is 542mm sq.
• 23 spline shaft cross section is 714mm sq
• THAT IS A 23% INCREASE IN SECTIONAL AREA OVER A STD 32 SPLINE CV END AXLE

DEFENDER AND DISCOVERY 1 - WILL NEED TO HAVE OR PURCHASE 23/24 SPLINE FRONT AXLES TO RUN THESE. FIND THESE IN THE AXLES & FLANGES SECTION OF OUR WEBSITE! CLICK HERE TO SEE THEM!

Its time to give that weak front end some much needed strength!

The axles to suit these CVS are 24spline at the Diff end and 23 Spline at the CV end.

RAPTOR HD C.V JOINTS

Ashcroft CV’s are KING in terms of strength (partly due to the fact they have the 300m material inner), but these RAPTOR C.V’s made in Italy are not too far behind, and great option for those who would like to upgrade your std post ’94 24/32 spline front end to something more reliable!

• 4340 Chromoly
• 23spline at the CV end (strongest Rover size at the CV end)
  
• 23spline is MUCH stronger than 32spine with a much larger cross sectional material area
• ABS & Non-ABS variants available
• Manufacturers warranty up to and including 35" tyres
• Comes with free fitting kit for post 94 installations. (circlips and spacer bushes)
• Made in Italy by Raptor

INTERESTING FACTOIDS:

• 32 spline shaft cross section is 542mm sq.
• 23 spline shaft cross section is 714mm sq
• THAT IS A 23% INCREASE IN SECTIONAL AREA OVER A STD 32 SPLINE CV END AXLE

DEFENDER & DISCOVERY 1 - WILL NEED TO HAVE OR PURCHASE 23/24 SPLINE FRONT AXLES TO RUN THESE. FIND THESE IN THE AXLES & FLANGES SECTION OF OUR WEBSITE! CLICK HERE TO SEE THEM!

Its time to give that weak front end some much needed strength!

The axles to suit these CVS are 24spline at the Diff end and 23 Spline at the CV end.

 

Marking Blue to check the correct contact patch for setting up R & P gears

A Detroit (EATON) locker for the Salisbury axle.

The Detroit Locker maximises traction by delivering 100% of the torque to both drive wheels. It is engineered to keep both wheels in a constant drive mode, and has the ability to automatically allow wheel speed differentiation when required. The Detroit locker is a bolt on application to suit all Salisbury rear diffs fitted to Land Rover Defender, 110, Perentie, & County.

A cheaper option than a manually switched locker, but just as effective. We recommend replacing the rear axles with MaxidriveHD unites found in our "axles" section when fitting this item

PLEASE NOTE: This style locker will not suit everyones application/use case, and there are justa couple of small drawbacks to running one of these.

To help answer some of your questions give us a call, or you could also check out the video below - skip to the 22min mark

CLICK HERE TO LEARN ABOUT DETROIT LOCKERS

Fits front and Rear, Series 2 and 3, Defender, Discovery 1, Discovery 2, Range Rover Classic. (They will not fit Salisbury or Defender P38 Rear axle housings)

1 x Heavy Duty weld on replacement diff pan tacked together ready for you to fully weld them up.

This diff pan is one of the strongest weld on replacement diff pans available, the original diff pans are made from 1.5mm steel and rust away very quickly especially when they have a clamp on diff guard and the moisture and mud gets trapped between them. These heavy duty diff pans are made from 6mm mild steel and are folded to give maximum strength. Once fitted to your axles there is no need for a diff guard, they also come complete with a magnetic filler plug.

PLEASE NOTE WHEN WELDING THE DIY DIFF PAN UP, WELD THE OUTSIDE FIRST THEN WELD THE INSIDE, clean up the welds and then weld to your axle casing.

(By welding the outside first, and then the inside last....it will pull the diff guard back to shape, after this you can weld the diff pan to your axle casing.)

*WE CAN ALSO WELD THIS UP FOR YOU IF NEEDED - CONTACT US FOR PRICING*

Protect yourself against catastrophic differential failure offroad!

Pegging your rover diffs is defiantly worth considering, and advisable if you are running big tyres, lockers, and low tyre pressures offroad. These kits stop your crown-wheel gear inside the final drive from coming our of 'mesh' with the pinion gear. The result of this are catastrophic failure! 

 

THE KIT ITSELF TO BE FITTED TO YOU CASING INCLUDES:

• ASHCROFT PEGGING KIT
• M16 Grub Screws 
• Bronze Phosphor machined pad
• Laser cut 6mm Steel face plate piece 
• 10mm Steel top plate piece 
• M16 Nyloc nuts 
• Well tested and tried in heavy use race environment

WHAT WE NEED FROM YOU: (Read Carefully!)

• Your 3rd member casing with the diff centre stripped/removed (the 1st product picture is what is referred to as your '3rd member housing'
• Pinion Gear removed
• Your diff centre - (this needs to be machined down to 163mm)
• Side carrier bearings removed from your diff centre 
• Pinion gear races can remain in the 3rd member housing (pinion bearings will need to be replaced after the pegging process anyway)
• Make sure you dont mix up your side carrier bearing top caps - its critical that they stay on the side they came from. Its best to use a punch and mark 2 dots on the cap and housing on ONE side.

WE CAN ALSO:

• Strip your housing for you if you want to just send the whole thing up
• In this instance you will be sent back everything disassembled, ready for the diff to be rebuild with fresh bearings and seals

OTHER THINGS TO NOTE:

• The diff will require a full fresh set of bearings and seal when the diff is built
• We do not offer a diff rebuild service  though we can supply ALL the parts including Timken Bearings, Seals, Pinion bearing preload shims, Pinion height shims, and the better Pinion Flanges if you'd like to upgrade. We can also supply HD CW& P gearsets in various rations from KAM & Ashcroft.

 - AUSTRALIAN MADE -

Unleash your trucks potential!

Maxidrive Rear Salisbury Vacuum Diff Locker

Comes with everything you need for the install INCLUDING new MAXIDRIVE HD Axles & Flanges.

Full install instruction sheet incl

Your Diff hemisphere will need to be sent to us for modification (Exchange units may be available at times as well) Freight for the return of your hemisphere is included in the cost.

Kits avail for P38 Rear diff Defenders, Salisbury Drum and disc, and even 6x6 Perenties.

IF FITTING MAXIDRIVE FRONT LOCKING DIFF TO RANGE ROVER & DISCOVERY UP TO 1992 DOES NOT REQUIRE C/V UPGRADE KIT OR DRIVE FLANGES IF USING ORIGINAL R606665 C/V.

IF FITTING TO DISCO 1 93 ON, DEFENDER WILL NEED TO UPGRADE CV JOINTS, AS LOCKING KIT COMES WITH 23 SPLINE LARGER DIAMETER OUTER CV SPLINES

KINGPIN FAB - LAND ROVER Differential Side Adjuster Nut Tool - to use on Rover and P38 differentials to rotate the side adjuster nuts to set the crown wheel backlash, and journal bearing preload.

Gwyn Lewis Wading Kit – Defender / Discovery / RRC

This is a very high-quality wading kit, built using the best fittings and components available.
Not to be confused with cheaper alternatives.

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Compatible With

• Defender TD5 / Puma 90 & 110

• Defender / Discovery 1 / RRC V8

• Discovery 2 TD5

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Kit Overview

This kit includes everything required to properly extend your driveline breathers.
A 5-way manifold is supplied so only one breather pipe needs to run up the snorkel or behind the cab.

The main breather pipe is Polyethylene/Aluminium tubing (with aluminium lining) which can be shaped easily and secured out of harm’s way with P-clips.

Axle fittings supplied suit early-style axles with screw-in fittings.
If you need 90° axle fittings for TD5, Puma, or Disco 2 axles, please see our separate listing. (These are not included in this kit — see note below.)

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Installation Summary

1. Mount the 5-way manifold (commonly on the bulkhead).

2. Replace gearbox and transfer box breathers with the supplied 6mm swivel fittings, or extend the OEM pipes using the provided 6mm couplers.

   • Puma TD4: Only the transfer box breather is used (no gearbox breather).

3. Axle breathers can be extended using the supplied 6mm pipe or replaced entirely.

4. Route the main breather pipe up the snorkel or behind the cab.

   • This is the pipe with the aluminium inner layer so it can be shaped neatly.

5. Any unused manifold ports can be plugged using the supplied blanking plugs.

Manifold Port Notes

• The manifold has 3 × 6mm ports and 2 × 8mm ports.

• Defender Puma & Auto gearboxes only require the 3 × 6mm ports.

• Defender TD5 requires the supplied Y-connector to merge the two gearbox breathers into one line before the manifold.

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What’s Included

Pipes & Tubing

• 10 m – 6mm nylon pipe

• 5 m – 8mm nylon pipe

• 2 m – 8mm maluform aluminium-lined pipe (for snorkel/cab run)

Connectors & Fittings

• 4 × 6mm straight push-fit connectors

• 1 × 8mm straight push-fit connector

• 1 × 6mm Y-connector

• 1 × 8mm blanking plug

• 2 × axle breather 90° fittings (for early axles only)

• 2 × 90° swivel gearbox fittings

Hardware

• 4 × 8mm stainless P-clips (with stainless screws)

• 1 × 5-way manifold (3 × 6mm ports, 2 × 8mm ports)

• 20 × small cable ties

• 10 × long cable ties

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Note on TD5 / Puma / Discovery 2 Axles

If your vehicle requires 90° axle breather fittings (TD5, Puma, or Disco 2), they are not included in this kit.

You can purchase them separately:

• 90° axle fittings kit