Matt Nelson

FWIW the 7.3l Powerstroke in the Ford was an International V8 diesel, not Isuzu. GM puts the Isuzu diesels in their trucks now because the 6.2/6.5 was so problematic. The 7.3 was a pretty good engine, it originally started out as the 6.9l in ~1978: http://www.dieselpowermag.com/tech/ford/0703dp_international_diesel_engine/index.html Nice engine but ther is no practical way to put one in a LR.

Ha! Is it a stick shift? maybe you should get the rest of the drive train. The TLC 2F engine isn't a bad engine at all.

http://maine.craigslist.org/pts/1567552379.html maybe you can use that tranny? also saw this up in ME: http://maine.craigslist.org/pts/1554160089.html

If you do it right this thing will be a real sleeper(Q-Car for you guys on the east side of the Atlantic) Everyone who has done the Toyota Land Cruiser axle swap so far has used FJ40-45-55 axles which are more or less identical in width to the Rover axles. It would be beneficial to use the FJ60 ones though because of the added width. Right now I have a set of FJ40 axles destined to go under my ambulance project but because of how notoriously tiop heavy the Ambulances are I would really prefer to use FJ60 axles myself so I am leisurely looking for a pair. I'd call Matt at Advanced adapters and ask him about the new adpater he is making( I know I mentioned this to you on the RN board too). I have a friend who is making an adapter for the T18 transmission too so if you wanted to go that route we might be able to get you one or give you the plans for the plate and the info on which shaft to get for the T-18 (there is an off the shelf one that can be used with the Series T case) You could also use the Land Cruiser T case and a Toyota H55f Tranny- http://coolfj40.stores.yahoo.net/tran5speed.html Pricey but a nice 5 speed well suited to a vehicle in the size class of a Land Rover. a NV3550 might be another tranny to look into, If there is a way to positiont he shifter without pushign the engine too far forward that tranny could turn out to be the IDEAL 5 speed for US Land Rover engine conversions. http://www.high-impact.net/transmission_and_gear/stick_nv3550.htm

You may have the room to clear the pumpkin. If i recall correctly the toyota Land Cruiser FJ40 owners run into this issue when they swap to fj60 axles and end up moving their front springs outboard of the frame, much like the rear springs on a 109. BUT on a LR you have thinner leaf springs so that may be just enough room to spare. You could always go with late FJ40 axles too, there was a FJ40 rolling chassis in CT last week on Ebay for like $150 I don't think it sold. A 302-NP435 hooked to the Series T case and with Toyota Axles would be a cool setup. Or maybeeeeeeea 4.3l Chebby V6 sm465(maybe NV3550??) and the same... I love how cheap the rea disc upgrade is for TLC axles: http://www.jtoutfitters.com/rear-disc-brake-brackets-land-cruiser-fj40-fj55-fj60-p-4435.html

Gunny- are you going to do this as a part of your engine+tranny swap? Front springs- FJ60/62 axles are slightly wider(4"-5") than series axles and the front pumpkin may foul the front right spring pad (all additional width is on the long side thus "pushing" the pumpkin farther to the right IIRC). I don't have the measurements handy- I'll see if I can find them. Gearing- I think US Spec FJ60s were 3.9 or 3.73 ratio, FJ62s were 4.1. That may figure into your plans one way or the other. Everything else is pretty self explanatory when you have the axles in front of you.

I believe Jags use a Dana 44 rear end- the LR Salisbury is a Dana 60 variant. http://www.hotrodders.com/forum/jaguar-irs-67267.html

Tidy it up and sell it to someon tin the USA 1983 is the magic year for 110s. We don't have them here and we can only import vehicles that are 25 years old. Someone here might pay good $ for it if it is in decent shape.

Quadratrac full-time four-wheel drive system - the transfer case Visit ore info info Visit Novak for info Inside the Original Jeep Quadra-Trac loads of more info here Beware: Really weird to find in a 110- or any other LR for that matter! I could sort of see how one could be put in one over here where the T-cases are common but over there?! WTF? It isn't an awful T case- it was pretty innovative in its day. Full time 4wd with a center limited slip that can be locked up with vacuum for 50:50 torque split F&R. It should have a 1:1 high range ratio unlike the LT230 and LR BW t case. I'd love to know how it ended up where it is though.

Check out topozone: topozone You can check out where you are going there and then decide what quads you'll need.

Did anyone ever ID what he saw? There are all sorts of new goodies being tested here in the states, I've seen some very interesting things, recently a truckload of what appeared to be Ivecos like this: iveco light vehicles never seen any of these though: or these yet: international

Equipe has some new ones they just introduced. I'm not sure if they are for sale yet though. here is a pic of the pre- production ones- that is the best I can do.

Don't forget that if you do come here on vacation and buy parts you'll often have to pay a sales tax on the purchase. Depending on the state or county you are in it can be as high as 10%. As for VAT, how the heck did you guys get saddled with that tax? What does it pay for? lend lease?

So it appears that the early Series IIa transfer attached to a later transmission would be the easiest way to lower low range gearing the most bang for your buck. Anything more would require more radical and costly swap LT77, NV4500 etc... Some links that might be of interest: Novak Gearing Calculators Rover and other related gear ratios

I believe Sereis II and IIa transfer casesm suffix A&B have a 2.89:1 low range, IIA suffix C and later (series III etc) have a 2.35:1. For the Gearbox: First Gear in IIa Suffix A&B is 3:1 First Gear in IIaSuffix C on is 3.60:1 First Gear in Series III is 3.68:1 I have a 1965 Series IIa that I intend to put an early 1960's suffix B transfer case on- the resulting ratio 3.6*2.89*4.7= 48.9 My stock gearing currently is 3.6*2.35*4.7= 39.72 Your gearing will be slightly different if you start with a series III transmission because I believe the first gear is a slightly lower 3.68:1 instead of 3.6- I could be wrong there though... That should make a decent change though nothing too radical. I think this is the best you can do with swapping stock series parts. Now if someone could tell me if you could adapt a 1 ton's transfer case so the low range would be 3.27:1 and the high range 1.15:1 instead of the 1 tons 1.53:1- that might be interesting ~55.33:1. Cheers! Matt