Fees products

GWYN LEWIS +25mm BUMPS!

Bump stops do not restrict articulation as many think, as the axle articulates and the angle increases....the coil spring and the bump stop comes away from the axle, you would have to have very long bump stops to restrict articulation.

These Bump Stops are universal fitment, the mounting plate is a heavy duty 5mm plate with 6 mounting holes so you can fit to Front or Rear.

SOLD AS A PAIR

Fits :- All of our 30 Degree 20.20 Jointed Wide Angle and Double Cardan MEGA Propshafts.

The Kit includes :-
1 x MEGA 2020 Cap Greased and Centre Lubed Universal Joint 81.8mm x 30.2mm.
1 x Bung and Washer (To use if removing the Cap Grease Nipple)

These joints measures 81.8mm x 30.2mm, (a 1310 is 81.8mm x 27mm) One of the things a larger cap diameter means is thicker trunnions which can cope with increased power and torque loads but with the joint still being 81.8mm across it remains compact.

Inside the caps as you can see in the picture there are 3 slots cut into each cap, these slots allow the grease to get to the 4 caps to allow even grease distribution, the caps are also sealed with NYLON / RUBBER SEALS to help stop mud and water getting into them, these joints also hold more grease to increase the joint life and should last for many years if they are greased regularly. The body of the joint is also centre lubed.

These joints are cap greasable which gives very easy access to get your grease gun on to the joint for greasing, you also have the choice of greasing via the centre lube in the middle of the UJ body. If you are putting your vehicle through more extreme off road use then there is the chance that you can knock the grease nipple off the cap, if this is a risk then you can remove the nipple in the cap and replace it with the plug  we supply, you can then either grease through the centre lube or refit the cap nipple when you need to grease.

Ensure your capped greased joint does not allow grease to leak back, they must seal after greasing. If you have dirt in there, they will not seal. If this is the case the grease nipple must be replaced or capped with our plug.

Fitting advice :-
If joints have thrust washers, make sure there is only one thrust washer in each cap, you do not want to double them up.
Always fill the caps with grease as this will help hold the needles in the cap on assembly.
Never use a socket to press the caps in as the socket is hollow this can cause the joint to push through the cap, you must use something flat.
If you can’t get the circlip in do not over press the cap as you may damage it, you may just need to tap the yoke apart to relieve the pressure caused by pressing in the caps.
You must ensure all UJs and the slider are fully greased on fitment and are regularly greased during use.
After greasing cap greased joints, you must make sure it does not allow grease to leak back, they must seal after greasing. If you have dirt in there, they will not seal. If this is the case the grease nipple must be replaced or capped with our plug.
Always make sure your propshaft can still turn with your axle at full suspension drop out, long-travel suspension can allow the axle to drop down too far causing the joints to bind and break.

On lifted vehicles the propshaft is always under more strain due to the angles they run at and greasing the joints is very important, especially after being in water and mud.

Please note :- These Universal Joints don’t fit standard Land Rover or 1310 wide angle props, they only fit our 2020 MEGA props.

BILLET ALLOY 25mm / 1" SPRING SPACERS

These fit UNDER the axle spring plate so unlike a traditional poly spring spacer, you will NEVER have issues with them splitting, compressing etc over time

Sold as a PAIR

WILL FIT: Defender, Range Rover Classic, Discovery 1 and Discovery 2

25mm SWAYBAR SPACER MACHINED FROM BILLET ALLOY

• Suit FOUR hole rear swaybar brackets only (2 hole rear swaybar brackets use our front swaybar spacers)
• Sold as a pair
• includes fitting hardware

- AUSTRALIAN MADE -

After the STRONGEST axle solution for your rig?

This kit contains 100% Aussie made axles and flanges made from a material called 300m, which is actually a whopping 3X increase in material strength over std axle material! Thats well over over double!!! 300m is the axle material of choice of Trophy Trucksy, Ultra4 Buggies, Crawlers etc etc.

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

These Axles are 24spline at the Diff end and 23 Spline at the CV end.

They are suitable for use:

• In your 10 spline County or Perentie - to convert to the stronger 24 spline. This is common to do when fitting a locker or an LSD to the front of these trucks.

• When you upgrade your Discovery 1,  RRC, or Defender to either Ashcroft or County CVs which have a stronger 23spline female spline over the standard 32spline. (You will need an additional conversion kit to run the County C.Vs. Ask us for more information if your interested in this option, as it is cheaper than going all out and getting Ashcrofts to run with this axle  & flange kit. See notes below in regards to converting a post 93-94 rig

INTERESTING FACTOIDS:

• 32 CV end spline shaft cross section is 542mm sq.

• 23 CV end spline shaft cross section is 714mm sq

• THAT IS A 23% INCREASE IN SECTIONAL AREA OVER A STD 32 SPLINE CV END AXLE

• For a Perentie or County converting to 24spline at the diff...the size and thus strength difference is also a significant gain!

If converting a post 93-94 rig and are not using the Maxidrive conversion kit we supply - you will also need RTC4820 circlip and FTC254 bush. In the 'options drop down' this is the 'fitting kit'.

• County & Perentie need MDE5806 Flange

• Defender & Disco need MDE859 Flange

 - AUSTRALIAN MADE - 

LAND ROVER Rear axles are well known and have a reputation of breaking under even the most mildest of off-road situations. They are even known to on occasion let go on the tarmac daily driving! The mighty Land Rover didnt get coined the title of 'axle snappers' for no reason.

After the STRONGEST axle solution for your rig?

This kit contains 100% Aussie made axles and flanges made from a material called 300m, which is actually a whopping 3X increase in material strength over std axle material! Thats well over over double!!! 300m is the axle material of choice of Trophy Trucksy, Ultra4 Buggies, Crawlers etc etc.

Kit contains:

• 2x Axles (300m)
• 2x Drive Flanges (4140 CHROMOLY)
• 2x Corteco Hub Seals

OIL FED CONVERSION:

It is recommended you convert to oil fed wheel bearings using this kit. This involves removing the brake caliper, undoing the hub nuts, removing the hub & disc as one unit, removing the stub axle...then pulling the axle seal out that is in the back of the stub axle. Refit stub axle, then before refitting the hub & disc assembly, pull the seal out of the back and install the suppled seal...making sure to knock it in below the height of the hub by 4-5mm! Re-install the hub/disc assembly and refit your hub nuts and set your wheel bearing pre-load. NOTE - Puma & Td5 in most cases will have a single use hub nut. We have these in stock at $11 each if you would like some. Finish off by installing your brake caliper. The flange nuts are best fitted with Loctite PIPE SEALANT (white tube). DO NOT USE REGULAR LOCKTITE UNDER ANY CIRCUMSTANCES! To finish off, you will need to top up your diff oil as per usual through the rear diff cover inspection port. Once this is full, you will need to add an additional 1 - 1.5L though the diff breather port, Use a ziptie to measure your 'FULL' level, and mark this with a paint marker and keep in your glovebox for when you check your diff oil levels next time. Job done

PLEASE NOTE:

Maxidrive axles by design (for longevity) are a press fit onto the flange. This (as per instructions we send out with every set of axles & flanges) can be done with a block of timber and a rubber mallet/dead blow hammer...and some elbow grease!

PLEASE CONTACT US IF YOUR SEARCHING FOR AXLE AND FLANGES FOR VEHICLE MODELS THAT ARE NOT LISTED IN THE OPTIONS ABOVE!

***ALL 300m AXLE KITS ARE MADE TO ORDER - ALLOW 6-7 WEEKS***

WELD IN MUNTS FOR YOUR 300TDI CONVERSION PROJECT

2 MOUNTS INCLUDED (LEFT AND RIGHT)

Xcess4x4 - 200/300 TDi Heavy Duty Clutch Forks – and these are strengthened with 3mm ‘Domex’ Steel!

THESE ARE THE STRONGEST ON THE MARKET
Replaces part number FTC2957

These Xcess Clutch Forks are a must in any 200 / 300 TDi 4×4 – The standard units are known for giving way, with the pivot punching through the dome on the Clutch fork, rendering your clutch useless – and a big job ahead.

LISTING IS FOR ONE FORK - coated in green

In-House Fab Land Rover Defender 4″ Stainless Steel Snorkel Kit

YOU WILL NEED ADDITIONAL SILICON JOINERS OR A FLEXI HOSE KIT TO INSTALL THIS COMPLETELY. THERE ARE TOO MANY VARIATIONS TO SUPPLY A FULL KIT
YOU WILL NEED TO FIGURE OUT WHAT PARTS YOU NEED.

These snorkels are hand made to the absolute highest quality using 316 Grade material.

We also back purge every weld to ensure its as strong as possible!

All snorkels come with our 3mm lasercut logo end cap.

As these are all fabricated In-House please allow approximately 4 weeks for production, unless Urgent Production is required (please ask us about options skip the que option)

This FRONT swaybar spacer we have made to space the swaybar 55mm Directly down on the vertical plane.

This is ideal for those who run a one of our Gwyn Lewis Mega HD front drive shafts, AND any shock longer than factory open length of 550mm open, on a 2" lift, as in those cases our regular 25mm spacers are not quite enough.

Sold in pairs

3 STAGE BLAST-PRIME-POWDERCOAT

SUIT: All Defender, Discovery 1, RRC etc

KINGPIN FAB 55mm REAR SWAYBAR SPACERS - HD

FIT - D110, D130, County, Perentie

These spacers are ideal for 2" lifted Defenders to get that rear swaybar geometry back to where it should be,

Comes with fixing kit

8HP SHIFTER FOR YOU 8HP SWAP PROJECT

-Direct plug and play with the ZF8HP Conversion wiring looms we supply for CanTCU

AIRTEC Motorsport Defender Intercooler

High-capacity intercooler upgrade for Land Rover Defender TD5 and TDCi Puma.

AIRTEC designed this intercooler to make substantially better use of the limited space behind the Defender grille. A taller single-pass core increases both internal volume and frontal area while retaining 50mm outlets for compatibility with the original boost-hose size.

Key improvements

• 134% more internal capacity than the OEM intercooler
• 55% more frontal area
• Large single-pass core
• Cast end tanks designed to improve airflow distribution
• Black powder-coated finish
• 50mm inlet and outlet connections
• Full fitting instructions included

Fitment

Designed for Defender TD5 and TDCi Puma models with factory air-conditioning. It is not intended for dealer-installed air-conditioning systems.

Vehicles without air-conditioning can also be fitted with minor modification to the slam-panel support stays. Minor trimming of the original plastic mountings is required during installation.

Dimensions

ARP are known the world over in the Motorsport and High Performance vehicle circles as the premier bolts if you want the best of the best!

Made in the U.S.A 

• Tensile strength of the 8.8 grade is 800mPa or 116,000psi 
• Tensile strength of the ARP (8740 chromoly) is 1310mPa or 190,000psi 
• Tensile strength of 12.9grade is 1200mPa or 170,000psi

That's a 63% increase over 8.8 grade, and a 10% increase over 12.9 grade.

The  other factor to consider here is - all grade 8.8 and 12.9 bolts are coming from China.

You really do have to ask yourself...are they really undergoing continuous quality control in terms of yield tensile strength? Most people will realise ARP are

This is the very reason Motorsport and performance applications use and trust ARP

50mm pack is for Perentie & Counties which run the 5806 Flange - Everything uses the 45mm pack

*PRICE IS PER PACK OF 5*

LT230 rear output shaft made in HD 300M material

These rear output shafts can sometimes fail in high torque applications or on heavy vehicles.

We have this one made to the OEM drawing but from a very high grade aircraft spec steel super alloy called 300M.

Also known as S155, this is a vacuum-melted steel with outstanding strength. A through hardening alloy combining toughness, fatigue strength and good ductility.

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.

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

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

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.

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

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

Heavy Duty LT230 Cross Pin

The standard LT230’s have a two piece cross pin in the centre diff, this is two shafts with a cut out in the centre so they can overlap...in effect halving the thickness of the pin!

This one piece cross pin which is MUCH stronger!

This LT230 shim kit includes two ranges of shims for both the input and centre diff.

It would be very costly to include all shims in the LT230 range so we have selected 7 shims for each range which should enable you to obtain the required thickness.

The 7 shims in each range are in the following sizes:- 0.05mm, 0.1mm, 0.2 mm, 0.3mm, 0.5mm, 1.00mm, 1.5mm,

Always use as few shims as possible to reach the desired thickness.

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*

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