Rolls Royce Retrospective Part 1: Introduction, Intrigue, and Quirks in Abundant Supply

Rolls Royce Retrospective Part 1: Introduction, Intrigue, and Quirks in Abundant Supply

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This is obviously not the stock transmission, but you can clearly see that the rear mount goes unused. This is surely lighter and shorter than the TH400, so I didn’t feel any need to add in a mount.

Following the driveshaft back, we come to the massive differential housing bolted by the back cover into its carrier. The ring gear is just under nine inches and while I don’t know the pinion shaft diameter I’m going to guess it’s beefy as well. The differential itself utilizes four spider gears and is mostly enclosed causing me to think for a minute when I was modifying it later on. It’s located in the housing by the side plates/bearings which hold the CV cups.

 

I’ve never seen a bipod CV joint before. I think this allows for steeper angles. The large torque arm is bolted directly to the differential housing. I recall reading that the disc on the pinion flange is a damper of some sort.

 

Here you can see the enclosed design of the carrier, the gray circle is actually a spoiler as to how I “welded” the diff. As you can see there was no way to effectively get into the carrier to weld the gears in a conventional way.

After the U-joint, the power runs through a keyed and tapered yoke connection to a short shaft that passes through the hub and sort of mushrooms where it attaches to the front of the hub. Because this is Rolls Royce, there are not one but two wheel bearings per side in the rear. Everything is designed for durability and longevity!

 

The rear calipers are a four piston design that I can’t identify and the parking brake uses a tiny extra pad that’s mechanically applied to the rotor. The central flange is the “mushroom” end of the drive shaft that runs through the rear hub.

 

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