Reinforced homokinetic set for Land Rover Defender (RM 1350-1400MM²)

ENGAGE4X4 reinforced thru axles rear axle for Defender ENGAGE4X4 stub axles for the Land Rover Defender are reinforced and manufactured in Germany. The load on the drivetrain of the Land Rover Defender is very high in some applications, so broken half shafts in the axle can easily occur. Drive train weak point on the Land Rover Defender Especially in vehicles with high payloads such as; work vehicles, trailer operation or heavy expedition vehicles in desert terrain. The slightest driving error can damage the stub axles or the homokinetic constant velocity joints of the Land Rover Defender. ENGAGE4X4 stub axles are designed to be approximately 42% stronger than original Land Rover driveshafts. Information Material: 41CrV4 (US. 4340 Aerospace) Tensile strength: RM 1380-to 1450N/mm² Suitable for Defender, Discovery 1 from 1994 > (Defender 90 / 2003 > Defender 110 / 130)

Pneumatic 100% differential lock for Defender and Discovery 1. There are many types of 100% differential locks for Landrover vehicles, but all seem to have a weak point in the design. The ASC differential lock has been tested by us over many years in extreme conditions. Offroad differential lock for Land Rover vehicles This is a perfectly designed 100% pneumatic differential lock. It can be mounted in the original Land Rover differential housing with minimal installation effort, i.e. without modifications to the axle housing. An electric differential lock and is significantly less reliable than a good accurately machined pneumatic version. One of the main requirements of the ASC lock, is absolutely no pressure loss, as this is one of the main problems with other air operated pneumatic locks. To achieve this, a static piston has been used instead of a rotating seal, which has been used in other valves and tends to leak in 80% of all assembled valves. The ASC lock was also made sure to have a full 6 mm engagement when locked, as other air locks are only 2.5 mm and can slip out of lock engagement when loaded. The final design was eventually based on a 4 pin differential center, this is a heavy duty variant of the original Land Rover differential. This has a 2 pin differential center in comparison and is therefore much weaker balanced. One of the differential side gears has an outer ring of claw teeth to engage the lantern ring when locked, so the lantern ring is crown wheel side. The lantern ring is held in place with 4 pins that pass through the diff center Non crown gear side. Outside the diff center, the 4 pins are connected to a steel thrust ring. This assembly forms a sturdy steel cage, not plastic like other designs that tend to fail. Technical description and function On the non-rim end of the journal end cap is a cylinder that houses a bronze piston. The piston has a groove around the inside and outside diameters into which O-rings are inserted. Once the piston is assembled, a retaining ring is threaded around the stud End of cylinder To keep the piston from exiting, air is supplied to the cylinder through a copper tube to a 90-degree ferrule that fits the outside diameter of the cylinder. When air is applied, the piston moves along the cylinder until it reaches the retaining ring. The cylinder does not rotate, the cylinder is stationary and sits on a bronze bushing on the side of the diff center. Inside the sleeve bearing on the cylinder side is a bronze thrust ring to hold the cylinder in place. A locking tab is attached to one of the bolts on the bearing journal cap and is located in a recess in the cylinder to stop rotation. Information Defender 90 - 1993 to front & rear axle Defender 110 - 1993 to front axle Discovery 1 - 1993 - 1998 Front & Rear Axle Range Rover Classic - 1993 - 1996 Front & Rear Axle

ENGAGE4X4 thru axles front axle ENGAGE4X4 thru axles for the Land Rover Defender are reinforced and manufactured in Germany. The load on the drivetrain of the Land Rover Defender is very high in some applications, so broken half shafts in the axle can easily occur. Especially when using heavy trailers and the application of differential locks. Drive train weak point on the Land Rover Defender Especially in vehicles with high payloads such as; work vehicles, trailer operation or heavy expedition vehicles in desert terrain. The slightest driving error can damage the stub axles or the homokinetic constant velocity joints of the Land Rover Defender. ENGAGE4X4 stub axles are designed to be approximately 42% stronger than original Land Rover driveshafts.Information Material: 41CrV4 (US. 4340) Tensile strength: RM 1380-to 1450N/mm² Suitable for Defender, Discovery 1 1994>

The ENGAGE4X4 wheel drivers for the Land Rover Defender protect the wheel bearings and the gearing from premature wear. The penetration of dirty water or dust is prevented by the sealed screw cap. The screw cap is glued in place with silicone sealant after mounting the wheel flange. This ensures that the wheel bearings and the gearing of the quick-release axles are optimally protected. Due to the precise fit of the gearing, the load change impact is significantly reduced. ENGAGE4X4 Heavy Duty Wheel Driver Defender Every Land Rover Defender is extremely stressed in heavy off-road use. Especially the drivetrain is heavily loaded by additional attachments such as winches, vehicle guards, roof racks, roof tents, interior fittings and larger rims. The additional weight of the vehicle is in the terrain a significantly greater load than on the road.Before starting long-distance travel, it is advisable to check the drive train and depending on the destination and duration, you should consider whether the complete drive train is not reinforced. Application:Trophy, Extreme Off Road, Rally Raid, Military, Expedition Vehicles Product includes:1 wheel driver with screw cap Product Info:Reduces the load change slapLonger durability compared to the standard cast wheel hubsPrevents the penetration of dirty water and dust into the wheel bearings and the teeth of the drive shafts. Information Material: 41CrV4 Tensile strength: RM 800-to 900N/mm² Suitable for Discovery 1 1993 - 1997 Range Rover Classic 1993 - 1997 Defender from 1993 - 2016

Flüssig-Fett für Schwenklager-Gehäuse  Fett für das Gleichlaufgelenk im Schwenklagergehäuser bei allen Defender, Discovery 1 und Range Rover Classic Modellen.  Informationen Benötigte Menge / Fahrzeug 2 Stück (bei leeren Gehäusen) Qualität Nachbau Verpackung Flasche

Pneumatic 100% Differential Lock for Defender 110 & Discovery 2. There are many types of 100% differential locks for Landrover vehicles, but all seem to have a weak point in the design. The ASC differential lock has been tested by us over many years in extreme conditions. Offroad differential lock for Land Rover vehicles This is a perfectly designed 100% pneumatic differential lock. It can be mounted in the original Land Rover differential housing with minimal installation effort, i.e. without modifications to the axle housing. An electric differential lock and is significantly less reliable than a good accurately machined pneumatic version. One of the main requirements of the ASC lock, is absolutely no pressure loss, as this is one of the main problems with other air operated pneumatic locks. To achieve this, a static piston has been used instead of a rotating seal, which has been used in other valves and tends to leak in 80% of all assembled valves. The ASC lock was also made sure to have a full 6 mm engagement when locked, as other air locks are only 2.5 mm and can slip out of lock engagement when loaded. The final design was eventually based on a 4 pin differential center, this is a heavy duty variant of the original Land Rover differential. This has a 2 pin differential center in comparison and is therefore much weaker balanced. One of the differential side gears has an outer ring of claw teeth to engage the lantern ring when locked, so the lantern ring is crown wheel side. The lantern ring is held in place with 4 pins that pass through the diff center Non crown gear side. Outside the diff center, the 4 pins are connected to a steel thrust ring. This assembly forms a sturdy steel cage, not plastic like other designs that tend to fail. Technical description and function On the non-rim end of the journal end cap is a cylinder that houses a bronze piston. The piston has a groove around the inside and outside diameters into which O-rings are inserted. Once the piston is assembled, a retaining ring is threaded around the stud End of cylinder To keep the piston from exiting, air is supplied to the cylinder through a copper tube to a 90-degree ferrule that fits the outside diameter of the cylinder. When air is applied, the piston moves along the cylinder until it reaches the retaining ring. The cylinder does not rotate, the cylinder is stationary and sits on a bronze bushing on the side of the diff center. Inside the sleeve bearing on the cylinder side is a bronze thrust ring to hold the cylinder in place. A locking tab is attached to one of the bolts on the bearing journal cap and is located in a recess in the cylinder to stop rotation. Information Defender 110 - 1993 to rear axle Discovery 2 - 1998 - 2004 Front & Rear Axle Range Rover P38 - 1996-2002 Front & Rear Axle