ashtrans

Hi Elbekko, this post make me wonder if something in the formulae was wrong so I thought I would do a manual calc to compare, lets look at what the engine RPM will be in 5th at 100KPH, the ratio calculator says 2376, tyre dia is 28.91", 28.91 x 25.4= 734.3mm, 734.3 x pye = 2307.2mm = 2.307m circumferance speed is 100 kph = 100000mph, /60 = 1666.6' meters / minute wheel turns at 1666.6/2.307 = 722 rpm final drive ratio is 5th x transfer case x diff = 0.77 x1.206 x 3.54 = 3.2873, engine rpm = 3.2873 x 722 = 2373.4 thats close enough to the 2376 to say the formulae is correct, in reality the rpm will be higher as we have used a theoetical tyre diameter, ideally you should use 2 x rolling radius to allow for the tyre 'flat spot' Dave

OK, that explains why I had the revs come out so low with the stock tyres, Dave

Hi, this is exactly what our new ratio calculator is made to help with : ratio calculator lets see what the revs would be as stock and work out whats best from there, select : ZF auto we still need to add the borg warner but you can select 'other' and input high as 1.206 and low as 3.321, 3.54 diffs 31" tyres revs at 70 is 2360 even as stock this is a tad low, ideally you are looking for 2500-2600 @ 70 mph now change the tyres to 35", revs @ 70 are now 2090, way too low, this is what you have at the moment and this is way overgeared, if you change the transfer case to the LT230 type 22D 1.410 the revs are now 2444 @ 70, much closer to stock and close enough to the target of 2500-2600, so thats the answer to your question, you want a 1.410 ratio LT230, Dave

Hi, assuming the engine was split from the autobox, the most common problem is a broken pump, caused when the converter is not located correctly on the pump teeth, to check, disconnect an oil cooler pipe and start the engine, it should come out under pressure like a hose pipe, if it doesn't then the pump is broken, Dave

Hi, assuming the boxes are off the same engine you will have to swap the selector shaft and the yolk at the end of the selector shaft as well as the top housing, you will have to strip the box to change this shaft, Dave

Hi Gordon, I am obviously biased so I will let others guide you in your decision but we will have the front shafts back in stock on Monday and ref the fitting, the early defender axle will have separate thick (FRC5806) drive flanges,in which case it will have AEU2522 CV's and out early (CVE) type of CV will fit, if you have separate thin flanges (RUC105200) then our later type (CVL) will fit straight in, if you have the early type RRC or disco type of CV with a separate flange/stub then it's a bit more complicated, if you have the suffix A axle with 606665 CV's you can either do a small machining mod to your stubs to give some clearance for the CVE type or but new modified stubs at £ 100/pr, if you have the suffix B axle with the separate CV that takes the small 32 spline halfshaft then you will need to buy the modified stubs at £ 100/pr, Dave

most 300 tdi R 380 are suffix J, if yours is then the TD5 pinion will not fit as all TD5's are either a suffix K or L and the pinion bearings are different,

I think this would work well, make something visible on the home page to remind people to donate

I am not sure if we supplied this or not but I will try to help anyway, this front bearing often feels loose as it's a roller bearing not a taper roller bearing, what you can feel is more 'rock' than 'lift' and in my experience it feels way worse than it is, ie we regularly have customers phone saying they can move it 3mm up and down, then when it comes in and you put a clock on it you struggle to get it to move 0.2mm which is normal, as a rule of thumb, if it's not leaking out the seal, it can't be moving about that much, to ID if it's the front or rear diff pinion bearing, just put it in diff lock and pull one prop off at a time, 99% of the time neither of the above are the problem, it's the fact the customer has put a suspension lift one which the customer never wants to accept and we always get the answer, 2 things : 1) 'it didn't do it before I fitted the new transfer case', to understand my reasoning for this you need to understand how prop UJ's work, during each revolution the prop accelerates and decelerates so the speed looks like a sine wave for each rev, a worn transfer case allows this speed oscillation to 'hide' in the backlash but if you tighten up the driveline theres nowhere for it to hide and this results in a vibration, the bigger the lift the bigget the UJ angles the higher the speed difference the bigger the vibration, 2) 'but I've fitted high angle props', this makes no difference to the above, it just means the UJ's will not bottom out due to the increased angles, fitting a double cardan joint like the D2 will help as I think the double joint reduces the sine wave height. hope this helps Dave

Hi John sorry did'nt note your location. Bearing next to high gear is LM104948/LM104910 Regards Ian Ashcroft

easiest way would be to use a range rover classic ZF autobox with the volvo bellhousing and converter and use this kit to go to the series : My link

ideally I need the 2 boxes codes to be 100% sure but at least these parts will be different : selector shaft Rear housing rear output shaft to change the output shaft is a full strip, Dave

I will ask our IT guys to try and get it working with Firefox,

Opps, working on it now

Hi all, we have had some software written for our web site which allows you to put in your gearbox, transfer case, diff and tyre data and it works out the engine revs at a given speed, Ideal for working out what transfer case or ring and pinion to change to with different tyres etc. hope you like it : ratio calculator

Hi Nige yes you can build 24 internals into the 22 case but setting up the kickdown is fraught and never ideal. One of the advantages of the compushift is its ease of set up, you can also have two 'mode' settings each fully variable for shift pressure and shift point. eg normal road and sport or comp mode. Plus the option to go 'paddle shift' with full engine braking in D1 ( not possible on 'normal' auto). there are many options to review. regards Ian Ashcroft

Hi Nige the 24 is 1.5cm longer than the 22, the pumps are the same but the 24 has a much larger 'A' clutch, look on our site for comparison. It will be essential to run the largest converter with the proposed engine or you will boil the box and burn out the lockup clutch in the converter. Ian Ashcroft

Hi Dave is away until the end of the month for a more detailed answer but do not run with kickdown disconnected because it also sets the pressure on the clutches, with no kick down cable the pressure will go to min and clutches will burn out very quickly. Ian Ashcroft

Hi Nige Dave is away until the end of the month, I am sure he will offer support if you can wait that long, Regards Ian Ashcroft

Freudian Slip ? I think they are talking oil additives, not fuel additives / octain boosters,

the 2522 accepts a 23 spline halfshaft the 6862 accepts the 32 spline halfshaft

it's my 10th wedding anniversary today but strangly when I suggested to my wife that we go to Billing for the weekend she was less than enthusiastic, I am therefore spending the weekend at a very expensive (and hopefully romantic !) hotel in the lake district, Dave

I think it's M20 x 1.5 Dave

Evening, one of the features of our new website is a slideshow which runs at the top of the page, these photos are of readers Landrovers which are also in the 'readers rigs' section with a brief description of the vehicle and the mods on it. I am keen to expand it as customers are always interested to see other peoples vehicles, so if you have a cool photo and would like to be added to this section please send it to me with a brief description of the mods and I will add it: Email Dave Many thanks, Dave

this is normal procedure with all tracking systems inc tracker, you just phone the police, get a ref number, then phone tracker give them this ref so they can coordinate with the police.