MogLite Posted December 5, 2006 Share Posted December 5, 2006 Can you take the CV's halfshafts and diff out of a Range Rover beam axle and run it as a 2wd axle ? Would you need to plate off the hole where the diff was and put some EP90 in the casing ? Would swivel grease be needed ? Would it stay put ? I'm kinda assuming wheel bearings would be okay. Thanks Quote Link to comment Share on other sites More sharing options...
orange rover Posted December 5, 2006 Share Posted December 5, 2006 Can you take the CV's halfshafts and diff out of a Range Rover beam axle and run it as a 2wd axle ?Would you need to plate off the hole where the diff was and put some EP90 in the casing ? Would swivel grease be needed ? Would it stay put ? I'm kinda assuming wheel bearings would be okay. Thanks having just had my swivel pin housing apart. you would need to blank of the drive flanges (where the short outside stub axles normally are), wheel bearings would then be ok. you might have to come up with some kind of seal between the swivel pin housing and axle case and put swivel grease in since the lower and upper swivel pins would need some kind of lubrication regards orange Quote Link to comment Share on other sites More sharing options...
will_warne Posted December 5, 2006 Share Posted December 5, 2006 Andy, yes, as its a fully floating axle. All you'd have to do is make sure the grease / oil stayed in the swivels and hubs. Quote Link to comment Share on other sites More sharing options...
MogLite Posted December 5, 2006 Author Share Posted December 5, 2006 Brilliant..... cool Quote Link to comment Share on other sites More sharing options...
Tonk Posted December 5, 2006 Share Posted December 5, 2006 bolt it on the back and have fwd and rear wheel steer Quote Link to comment Share on other sites More sharing options...
jules Posted December 5, 2006 Share Posted December 5, 2006 The centre diff may wear quicker due to un-even load. I ran a 90 around with no front prop when diff lock was jammed. loads of fun in the wet tyre smoke off the line as well untill like me I destroyed the centre diff. Quote Link to comment Share on other sites More sharing options...
LR90 Posted December 5, 2006 Share Posted December 5, 2006 Wheel bearings should be fine but without the CV in place the top swivel pin will not get much lube. Might be worth drilling an tapping it to fit a grease nipple (think Tonk or Jon might have done this). Quote Link to comment Share on other sites More sharing options...
Tonk Posted December 5, 2006 Share Posted December 5, 2006 not yet, waiting til they come apart again Quote Link to comment Share on other sites More sharing options...
Andy Posted December 5, 2006 Share Posted December 5, 2006 how about fitting RR stub shafts to seal the end of the hub & stir up the grease/oil. along with a plate sandwiched in where the swivel bolts to the axle tube to seal that end? Quote Link to comment Share on other sites More sharing options...
Guest diesel_jim Posted December 5, 2006 Share Posted December 5, 2006 how about fitting RR stub shafts to seal the end of the hub & stir up the grease/oil. along with a plate sandwiched in where the swivel bolts to the axle tube to seal that end? I was just going to suggest the "plate 'tween the axle and swivel ball".... Quote Link to comment Share on other sites More sharing options...
landmannnn Posted December 5, 2006 Share Posted December 5, 2006 I can't see why you would want to make a 2wd RR, unless you want tobe politically correct and not drive a gas guzzling 4x4.. Quote Link to comment Share on other sites More sharing options...
LS26 Posted December 5, 2006 Share Posted December 5, 2006 Can you take the CV's halfshafts and diff out of a Range Rover beam axle and run it as a 2wd axle ? Why? Rog Quote Link to comment Share on other sites More sharing options...
yellow Posted December 5, 2006 Share Posted December 5, 2006 Weren't the first of the 110's built with a selectionable 4x4, a-la-Series III? Quote Link to comment Share on other sites More sharing options...
FridgeFreezer Posted December 6, 2006 Share Posted December 6, 2006 Yes they were, and the how-to to convert an LT230 to 2WD in in the Tech Archive Quote Link to comment Share on other sites More sharing options...
reads90 Posted December 6, 2006 Share Posted December 6, 2006 Can you take the CV's halfshafts and diff out of a Range Rover beam axle and run it as a 2wd axle ?Would you need to plate off the hole where the diff was and put some EP90 in the casing ? Would swivel grease be needed ? Would it stay put ? I'm kinda assuming wheel bearings would be okay. Thanks mmm what are you up to now Quote Link to comment Share on other sites More sharing options...
MogLite Posted December 6, 2006 Author Share Posted December 6, 2006 mmm what are you up to now Dragster - Santa Pod - here we come Quote Link to comment Share on other sites More sharing options...
landmannnn Posted December 6, 2006 Share Posted December 6, 2006 Dragster - Santa Pod - here we come Take a shovel to clear up the remains of the tbox/prop/diff gears off the tarmac (or is it concrete). Quote Link to comment Share on other sites More sharing options...
MogLite Posted December 6, 2006 Author Share Posted December 6, 2006 Take a shovel to clear up the remains of the tbox/prop/diff gears off the tarmac (or is it concrete). You might be right on the prop, but a rear Salisbury with some decent shafts and no transfer should limit the carnage. Quote Link to comment Share on other sites More sharing options...
reads90 Posted December 7, 2006 Share Posted December 7, 2006 You might be right on the prop, but a rear Salisbury with some decent shafts and no transfer should limit the carnage. here you go andy or this the Australian arm drag truck go here for details armygeddon Told you , their nutters down here Quote Link to comment Share on other sites More sharing options...
reads90 Posted December 7, 2006 Share Posted December 7, 2006 Ok Drag info for you (yeah bored at work ) One Top Fuel dragster 500 cubic inch Hemi engine makes more horsepower than the first 4 rows at the Daytona 500. Under full throttle, a Top Fuel dragster engine consumes 1½ gallons of nitromethane per second; a fully loaded 747 consumes jet fuel at the same rate with 25% less energy being produced. A stock Dodge 426 Hemi V8 engine cannot produce enough power to drive the dragster's supercharger. With 3000 CFM of air being rammed in by the supercharger on overdrive, the fuel mixture is compressed into a near-solid form before ignition. Cylinders run on the verge of hydraulic lock at full throttle. At the stoichiometric 1.7:1 air/fuel mixture for nitromethane the flame front temperature measures 7050 degrees F. Nitromethane burns yellow. The spectacular white flame seen above the stacks at night is raw burning hydrogen, dissociated from atmospheric water vapor by the searing exhaust gases. Dual magnetos supply 44 amps to each spark plug. This is the output of an arc welder in each cylinder. Spark plug electrodes are totally consumed during a pass. After 1/2 way, the engine is dieseling from compression plus the glow of exhaust valves at 1400 degrees F. The engine can only be shut down by cutting the fuel flow. If spark momentarily fails early in the run, unburned nitro builds up in the affected cylinders and then explodes with sufficient force to blow cylinder heads off the block in pieces or split the block in half. In order to exceed 300 mph in 4.5 seconds dragsters must accelerate at an average of over 4G's. In order to reach 200 mph well before half-track, the launch acceleration approaches 8G's. Dragsters reach over 300 miles per hour before you have completed reading this sentence. Top Fuel Engines turn approximately 540 revolutions from light to light! Including the burnout the engine must only survive 900 revolutions under load. The red-line is actually quite high at 9500 rpm. The Bottom Line; Assuming all the equipment is paid off, the crew worked for free, and for once NOTHING BLOWS UP, each run costs an estimated $1,000.00 per second. The current Top Fuel dragster elapsed time record is 4.441 seconds for the quarter mile (10/05/03, Tony Schumacher). The top speed record is 333.00 mph (533 km/h) as measured over the last 66' of the run (09/28/03 Doug Kalitta). Putting all of this into perspective: You are riding the average $250,000 Honda Moto GP bike. Over a mile up the road, a Top Fuel dragster is staged and ready to launch down a quarter mile strip as you pass. You have the advantage of a flying start. You run the RC211V hard up through the gears and blast across the starting line and past the dragster at an honest 200 mph (293 ft/sec). The 'tree' goes green for both of you at that moment. The dragster launches and starts after you. You keep your wrist cranked hard, but you hear an incredibly brutal whine that sears your eardrums and within 3 seconds the dragster catches and passes you. He beats you to the finish line, a quarter mile away from where you just passed him. Think about it, from a standing start, the dragster had spotted you 200 mph and not only caught, but nearly blasted you off the road when he passed you within a mere 1320 foot long race course. and faveroute drag comment "On take off, if it doesn't hurt, you weren't going fast enough" Quote Link to comment Share on other sites More sharing options...
LS26 Posted December 7, 2006 Share Posted December 7, 2006 Ok Drag info for you (yeah bored at work )One Top Fuel dragster 500 cubic inch Hemi engine makes more horsepower than the first 4 rows at the Daytona 500. Under full throttle, a Top Fuel dragster engine consumes 1½ gallons of nitromethane per second; a fully loaded 747 consumes jet fuel at the same rate with 25% less energy being produced. A stock Dodge 426 Hemi V8 engine cannot produce enough power to drive the dragster's supercharger. With 3000 CFM of air being rammed in by the supercharger on overdrive, the fuel mixture is compressed into a near-solid form before ignition. Cylinders run on the verge of hydraulic lock at full throttle. At the stoichiometric 1.7:1 air/fuel mixture for nitromethane the flame front temperature measures 7050 degrees F. Nitromethane burns yellow. The spectacular white flame seen above the stacks at night is raw burning hydrogen, dissociated from atmospheric water vapor by the searing exhaust gases. Dual magnetos supply 44 amps to each spark plug. This is the output of an arc welder in each cylinder. Spark plug electrodes are totally consumed during a pass. After 1/2 way, the engine is dieseling from compression plus the glow of exhaust valves at 1400 degrees F. The engine can only be shut down by cutting the fuel flow. If spark momentarily fails early in the run, unburned nitro builds up in the affected cylinders and then explodes with sufficient force to blow cylinder heads off the block in pieces or split the block in half. In order to exceed 300 mph in 4.5 seconds dragsters must accelerate at an average of over 4G's. In order to reach 200 mph well before half-track, the launch acceleration approaches 8G's. Dragsters reach over 300 miles per hour before you have completed reading this sentence. Top Fuel Engines turn approximately 540 revolutions from light to light! Including the burnout the engine must only survive 900 revolutions under load. The red-line is actually quite high at 9500 rpm. The Bottom Line; Assuming all the equipment is paid off, the crew worked for free, and for once NOTHING BLOWS UP, each run costs an estimated $1,000.00 per second. The current Top Fuel dragster elapsed time record is 4.441 seconds for the quarter mile (10/05/03, Tony Schumacher). The top speed record is 333.00 mph (533 km/h) as measured over the last 66' of the run (09/28/03 Doug Kalitta). Putting all of this into perspective: You are riding the average $250,000 Honda Moto GP bike. Over a mile up the road, a Top Fuel dragster is staged and ready to launch down a quarter mile strip as you pass. You have the advantage of a flying start. You run the RC211V hard up through the gears and blast across the starting line and past the dragster at an honest 200 mph (293 ft/sec). The 'tree' goes green for both of you at that moment. The dragster launches and starts after you. You keep your wrist cranked hard, but you hear an incredibly brutal whine that sears your eardrums and within 3 seconds the dragster catches and passes you. He beats you to the finish line, a quarter mile away from where you just passed him. Think about it, from a standing start, the dragster had spotted you 200 mph and not only caught, but nearly blasted you off the road when he passed you within a mere 1320 foot long race course. and faveroute drag comment "On take off, if it doesn't hurt, you weren't going fast enough" stunned silence... wow Rog Quote Link to comment Share on other sites More sharing options...
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