Product information "Spacer disc wheel for limited slip lock for 110 rear axle"
Spacer washer ATB differential P38 rear axle
for the installation of the ATB Limited Slip Differential on the Defender 110, 130 and Range Rover P38 you need this spacer so that the ring gear sits in the correct position and so that an optimal adjustment of the backlash can be made.
Shoulder Bearing Defender all as well as Discovery and Range Rover
Shoulder bearing Land Rover differential suitable for front & rear axle in OEM quality
OEM quality original equipment manufacturer
Suitable for Discovery 1, Defender all, Discovery 2, Range Rover Classic
The Defender Limited Slip Differential - ATB Automatic Torque Biasing - Limited slip differential.
The Land Rover Defender Limited Slip Differential ATB is a so-called "Helical Gear" differential - with six gear pockets. It increases the off-road capability of the Defender many times over. There are a number of other Limited Slip differentials available for the Land Rover Defender, Discovery 1 or Range Rover Classic. Such as the Limited Slip with a friction disc clutch and the TYPE T1 Torsen.The Torsen T1 was the predecessor of today's ATB differentials.
Friction disc LSD differential - obsolete technically with high wear and tear
An ATB differential is technically and from the durability clearly superior to the friction disc variant. Especially at very high loads under adverse conditions and the associated wear, which acts perpetually on the organic friction discs. With the friction disc differential, high friction is required to reduce slip on the drive wheels. This high preload results in harsh vibration effects and causes high premature wear.
The Torsen T1 differential was based on a mechanical principle. To produce transverse torque, effectively coupled worm and gear wheels are driven backwards to produce the required frictional loads. These often failed under this high load, and the worm gears were destroyed after not too long of use.
The ATB differential (Automatic Torque Baisin) is the helical type and has many advantages. ATB differentials are practically imperceptible to the driver during normal road driving, since the friction between the gear and guide does not intervene.
Disadvantage and explanation of handling in off-road use
One disadvantage of the ATB Limited Slip Differential is that one wheel per axle must always be loaded to be effective. If there is no load situation, for example a drive axle, the wheel with traction would be loaded about three times as much as the wheel without traction. This means that there is no 100% propulsion here. To overcome this problem, the Defender Limited Slip Differential, is equipped with some preload springs, and the trick is to lightly apply the brake with your left foot while giving it some throttle. This maneuver fools the differential by distributing a load to the slip side. On the Land Rover Defender ATB differential, the load distribution is about 3: 1, which is multiplied to the other side. The loss of drive, therefore, attributed to the trick with the brake, thus distributes the power evenly to both wheels. In a vehicle with automatic traction control, this braking is automatically simulated by the ABS Modulator. The ATB differential provides additional traction by multiplication on Defender models with Traction Control (TC).
Mounting and accessories for Land Rover Defender and Discovery 1 models
The Land Rover ATB differential can be mounted at the front or rear. On the front axle, the Defender's tracking through the steering will be slightly higher compared to the standard differential. You will notice this stiffer steering very little when cornering.
So why use an ATB instead of a 100% differential lock? When riding on a low traction surface, such as, sand, snow or wet grass, you could cause some loss of traction when cornering with a 100% differential lock. This is because both wheels are driven at the same speed. The ATB lock allows the difference in wheel speed to be equalized even on loose surfaces, but at the same time tries to equalize the torque at each wheel. This reduces the possibility of a so-called spin-out situation.
When mounting for Defender 110 and 130 rear axle, an adapter kit is still needed. For Defender 90, Discovery 1 and Range Rover Classic the differentials for front & rear axle are the same.
Safety Note: Due to the nature of the ATB differential, we do not recommend vehicle with lock on a roller brake tester.
Mounting Note: When mounting for Defender 110 and 130 rear axle, an adapter kit is still needed. For Defender 90, Discovery 1 and Range Rover Classic the differentials for front & rear axle are the same.
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
VIAIR Constant Duty Offroad High Performance Compressor for Offroad Vehicles
The VIAIR 450C is a brand new generation of the so-called ADA (Automatic Deployment Air) system compressors. The base model is a 450 C, which unleashes incredible power in a small space. The VIAIR ADA base model kits include a 12 port extruded aluminum tank that provides a compact air chamber and tire inflation station with a 450C (Constant Duty) compressor at the core
Features & Specifications
FEATURES- 450C Compressor
- Extruded Aluminum Air Tank (12-port)
- Pre-installed Safety Valve
- Pre-installed 1/8" NPT Drain Cock
- Pre-installed Safety Valve
- Pre-installed 85/105 PSI Pressure Switch (P/N 45052)
- Pre-installed 110/145 PSI Pressure Switch (P/N 45054)
- (8) Pre-installed 1/4" NPT Recessed Port Plugs
- Pre-installed Quick Connect Coupler
- 40-amp Relay
- (2) 1/4" NPT to 1/8" BSP Adapters
- 1" NPT M Barbed Fitting for 1/4" Air Line
- 1" NPT F Barbed Fitting for 1/4" Air Line
- Coiled Air Line (For Remote Mount Air Filter Installation)
- Air Filter Housing
- (2) Replacement Air Filter Elements
- Mounting Hardware
PSICFMABARLPMA0
1.80
12
0
51.0
12
10
1.75
14
1.0
47.6
15
20
1.60
16
2.0
43.3
17
30
1.52
17
3.0
38.2
18
40
1.39
18
4.0
34.0
19
50
1.27
19
5.0
30.5
20
60
1.18
19
6.0
28.1
21
70
1.09
20
7.0
26.4
22
80
1.04
20
8.0
25.0
23
90
0.97
21
9.0
23.0
22
100
0.94
22
10.0
21.0
21
110
0.90
23
120
0.86
23
130
0.81
22
140
0.76
21
150
0.72
20
* Supply Voltage: 13.8 Volts
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
€1,399.00*
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