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When you get an LT95, it will only be a gearbox and transfer case (in the one housing). The PTO/rear drive output for the third axle is a seperate unit that bolts on and is the rocking horse poo bit.
The box in the current 130 is the 'GFT MT 82' apparently. Not sure about transfer, which has a different ratio to previous LT230 versions.
Yes.Quote:
Originally Posted by Gibs
There was a new bell housing to mate the motor to the gearbox. There may have been other mods but I'd have to ask John for the details.
Not to put too much of a dampener on the idea, but from what I seem to recall, those who have used this engine, whether in Landrovers or elsewhere, have not been entirely happy with the results.
To put it bluntly, the engine, it seems, looks a lot better on paper than it turns out to be in the metal! (Of course, I may be just remembering reading about poor experiences, and don't remember the positive ones!)
John
R380 bell housing from memory. Need to move clutch slave over to passenger side. New engine mounts. Need to cut for starter (get a delco starter motor and save the hassels). Need 4 core radiator at least, mine runs cool, recently through the Gibb and NT loaded with loaded trailer at about 110Km/Hr and only just got the temperature up just over 95. Ashcroft gears for the transfer case to bring the revs at 104Km/Hr down from 2845 to 1800rpm in top and about 2350ish in fourth gear. Use fourth for towing. Fuel usage is now about 13.5Ltr to 100Km but have had it up to 21Ltrs when I ran at 110Km/Hr in fourth loaded as above.
Highway very good,
Town very good,
Off road K'n good.:angel:
Its an LT 95, you can buy an adaptor plate from Marks4wd to suit the chev pattern and engine mounts adaptors altough I'm not sure whether the diesel blocks are multi drilled for the small flywheel, I had a 6.2, now it was nicer to drive than an Isuzu, but that's about it, fuel economy sucked, overheating, ***** to work onas is to tight in the engine bay, they don't go that well, I won't be having another and will stick with the 4BD1's:D
With the Isuzu at 17psi I average 12.8L/100km's and the worst I get in the bush is 14.7, chev diesel on the other hand was 15-16L/100 and 22 in the bush:(
Wouldn't it go nice with a 6BD1T mated to the LT95. Of course it would have to have the TRB intermediate shaft and you could still fit the rear axle output drive straight onto the back. You could still use the isuzu flywheel housing to mate the gearbox as I think the 6BD1 had the same bolt pattern on the rear of the motor - anyone confirm that?:o:o
The big V8 is as smooth as silk. It is a dumb motor and easy to work on. Ie the oil filter is vertical, Tdi motor persons would appreciate that. Easy. Fuel figures..... go figure, if you want good fuel figures then have a 300tdi, change that then power costs, this is a rational thing, you know before you go. Room in the engine bay? There is sweet FA regardless of model anyway. The V8 sits lower and does not comprimise the movement in the drivetrain. Thus is lowers the centre of gravity.
My vehicle does more regularly go to what most would say is hard off road. It also does extended trips and is a daily driver. I works very well. Over heating is an issue for any vehicle not engineered well, mine runs cool, so much in fact that I am thinking of means to deal with this. I have read that others have had issues without resolve. Try again!!
The V8 on the descent from Saddleback Ridge on ElQuestro Stn was run in low 3rd and it held the vehicle up well, no brakes. 2nd was too slow and 1st out of the question. On ascending I can choose a gear and be reliant and expectant that the vehicle will do the job wouthout issues.
Now the install is still very recent but I have done twenty thousand kilometers, mostly trips and off road and the least as a daily driver, due to seven recent weeks of escape. I can say it is reasonable to expect that motor to perform as well and be as reliant as it has been.
Please do not knock the motor if you have not had one that works well. This would be hear say.....
At 13.5 to the 100 I would say that there would be owners of standard Rovers that would be envious and do not have the grunt as I do. Rant well and truely over....
Regards,
PeterW
I did approx 35,oookms in mine, heat problems are resolved in various manners, well built shrouds being the most common and porting the back's of inlet manifolds to relieve hotspots, I've also had alot of other converted land rovers, I hardly think any of my experiences are heresay;)Quote:
Originally Posted by TwoUp
My 4BD1 with turbo used alot less fuel for marginally better! performance than the N/A 6.2 chev, so why have a 300tdi?:p
I will grant you engine braking, the Isuzu has nothing on the chev, but then 6.5 litres @22:1 is going to be superior than 3.9L@ 17:1:D
Like I said, I still believe a turboed Isuzu is a better result:)
Could fit, would have to move the whole driveline backwards, utelise the space the air filter takes for the extra 2 cyls:D they are the same bolt pattern;)Quote:
Originally Posted by Bearman
Thought so Matt, I believe ADF trialled the 6BD1 in the 6bys at one stage. Never did hear the outcome, maybe someone from RAEME knows......Dave (Blknight)???