Matt Nelson
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Posts posted by Matt Nelson
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Thats where i got the axles from!
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.
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http://maine.craigslist.org/pts/1567552379.html
maybe you can use that tranny?
also saw this up in ME:
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Thats one reason i like the toy swap!
I will see what makes its self available as far as an engine/tranny combo goes. I would love a diesel but a mean v8 or even a semi upset v6 wouldnt be bad either!
I already have the FJ60 axles, got them for a really good price. I think they ought to be ok, i will let you know.
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
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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
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Tried searching around but i didn't find anything other than the swap for a disco.
Has anyone swapped in 60 series cruiser axles into a SIII?
Looking for any headaches i may have ahead of me.
Thanks in advance
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.
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I believe Jags use a Dana 44 rear end- the LR Salisbury is a Dana 60 variant.
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Leave it as a CSW, more space inside & just as practical & more secure than a truckcab pick up, you won't notice the difference in size when driving, it'll be only slightly bigger than a 100 vehicle.
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.
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Quadratrac full-time four-wheel drive system - the transfer case
Inside the Original Jeep Quadra-Trac
Beware:
The Quadra-Trac system needs a special formulation of oil to allow proper friction between the cones and plates of the differential. TCL-1 from Crown Automotive is a duplicate of the factory formula and comes in quart bottles. Two bottles are more than enough to fill a Quadra-Trac that has the reduction unit installed. Also remember that there are two separate fill plugs for the case and the reduction unit, and each must be filled separately. The fluid is very susceptible to water contamination and should always be changed after water running or once a year in humid environs.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.
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Brill!!
Thats gives me a starting point for my investigations!
Thanks
Check out topozone:
You can check out where you are going there and then decide what quads you'll need.
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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:
never seen any of these though:
or these yet:
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Right,
thinking about upgrading to beadlocks...
P.s. pictures would be good.
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.
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but they don't attract VAT at 17.5% and duty is normally only 4-6% which is pretty acceptable i think!
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?
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AFAIK the one-ton had a longer gearbox mainshaft to mate with the helical transfer case, so you would need the gearbox as well. There are also no other high range ratios available that I am aware of...
It would probably end up being better to fit an LT230, since they have an equivalent low range, and a choice of high range between 1:1 and 1.6:1?? May as well fit an LT77 or R380 while you are at it.
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:
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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
etc...
Best diesel to stick into a 110SW
in Defender Forum (1983 - 2016)
Posted
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.