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| Gloucesternige Member Since: 17 Jan 2020 Location: In the garage Posts: 114   
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Hello guys,
If some of you are familiar with my You Tube channel, "Nigels Land Rover Channel", you'll know I have completely stripped my 2011 2.4 Puma 90 to give her a refresh. Part of this refresh will include the fitting of the Ashcroft ATB centre diff in the transfer box. Boy oh boy, did I get a Friday afternoon truck or what?? I've stripped the TC to fit said ATB diff and have discovered at least two nightmares.. all covered on video. The Input shaft had 0.013" of preload on the bearings, only just over six times what it should be.. then I discover the bearings on the intermediate shaft have spun, and soon discovered that whoever built this box in the factory managed to pull the shaft up against the locking plate, rather than through it, so the bearings have run with no preload, also covered in part 3 of my rebuild video. Now to my question.. I notice the Puma doesnt have a collapsible spacer between the int shaft bearings, it has a selectable sized spacer instead, which i am glad about because I was going to turn up a solid spacer anyway. So.. can someone please tell me what the torque should be on the shaft nut? The manual on the Ashcroft site doesnt cover this later design. I have emailed Dave at Ashcroft but got no reply?? Nige Check out my You Tube channel https://www.youtube.com/c/Defender90KeswickNigelsLandRoverchannel |
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5th Mar 2020 11:04pm |
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| Gloucesternige Member Since: 17 Jan 2020 Location: In the garage Posts: 114
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Thanks @blackwolf.
That's great news on the spacers, I just wonder why Ashcroft supply crush spacers with the ATB fitting kit?? I guess they can be fitted as an alternative? Personally, I dont like em.. I never saw preloaded bearing sets for machine tools supplied with crushable spacers!! Nige Check out my You Tube channel https://www.youtube.com/c/Defender90KeswickNigelsLandRoverchannel |
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5th Mar 2020 11:54pm |
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| o4dn Member Since: 08 Jan 2010 Location: South West Posts: 564  
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I reckon it's much easier and faster to use a collapsible spacer when redoing a transfer box.
If you need to replace the bearings, with a fixed length spacer, you have to recalculate the length of the spacer to get the correct preload on the bearings (as per the overhauling manual), and that requires some additional (precise) tools, knowledge and it takes a lot more time. “A Land Rover immobilized is a moral defeat for the driver and bad publicity for the vehicle, […] it's up to you to do justice to your Land Rover!” - Land Rover Driving Technique. -- 2009 2.4 Puma Defender 90 SW 1979 Land Rover Series 3 88" |
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6th Mar 2020 10:43am |
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| blackwolf Member Since: 03 Nov 2009 Location: South West England Posts: 17682 
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I think that Ashcroft supplies crush tubes because an identical tube can be used every time, whereas potentially every box might need a different precision ground spacer (and most people won't have the facilities to adjust or grind a spacer).
As far as the setup is concerned, I have to say that I find the fixed spacer system both quicker and much more reliable than the crush tube, but I have the necessary equipment to measure the dimensions as required (surface plate, micrometer depth gauges, micrometers, etc). There is undoubtedly a bigger investment needed for this method than the simple torque meter and drive adaptor needed for the crush tube. I've used both methods, and subject to the availability of spacers would now always opt for the fixed length selective spacer over the crush tube. |
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6th Mar 2020 11:22am |
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| Gloucesternige Member Since: 17 Jan 2020 Location: In the garage Posts: 114
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I agree 100% with every word of your reply @blackwolf.
You will see in my videos I also have the equipment you mention, other than a surface plate.. If I find the old sleeve is too long, I'll face it on the lathe, if it's too short I'll make a new one. Nige Check out my You Tube channel https://www.youtube.com/c/Defender90KeswickNigelsLandRoverchannel |
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6th Mar 2020 12:02pm |
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| GNARBA Member Since: 20 Feb 2018 Location: Perth Posts: 2  
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This is a very interesting subject Nigel and thankyou Blackwolf for your input.
I am also currently rebuilding my TransBox complete with Ashcrofts ATB . The intermediate bearings had far too much preload due to solid spacer being too short. Due to a lack of availability here in Western Australia, I had to innovate a bit and so I added a 0.014 thou shim washer then measured the ENDFLOAT so that I could calculate the size of spacer required. Sadly, I don’t own a lathe just yet , so I carefully honed the solid spacer on a very flat porcelain tile ( rotating a quarter turn at regular intervals) until I achieved the correct size combined with the shim using a depth micrometer . As you have demonstrated Nigel in your fantastic videos, it is now possible to check the preload outside the box . This all worked an absolute treat and I now have correct preload . My only concern is the fact that it is installed with this very thin shim washer . ‘ Can’t see why it would be a problem but would appreciate your thoughts ( and anyone else’s ) on this setup . Keep up the great work Nigel . |
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20th Mar 2020 1:33am |
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