Thread: How to get 400Nm from RRC

Originally Posted by td5inside

I bought this one myself, for retrofitting a defender puma to td5

Ok I will ask why?

Originally Posted by justinc

jose, just how 'easy' would it be to run a tdci 2.4 puma engine in another vehicle? most likely the immobiliser etc would be the worst part to overcome.

there are no intank pumps, or excessively complex fuel arrangements so in some ways easier than a td5 to transplant into another vehicle...

jc

Immobiliser is in fact pretty easy. It runs the same 10as unit as the td5 so, you can either buy the loom with immobiliser and just disable all the remote fob functions, etc, or you simply remove the immobiliser in the visteon ECU.

The main question here is, do you really want a 2.4 puma engine and that aweful gearbox

Originally Posted by td5inside

Immobiliser is in fact pretty easy. It runs the same 10as unit as the td5 so, you can either buy the loom with immobiliser and just disable all the remote fob functions, etc, or you simply remove the immobiliser in the visteon ECU.

The main question here is, do you really want a 2.4 puma engine and that aweful gearbox

i agree the 6 spd trans is pretty aweful, was thinking about sticking it infront of an LT95 for reliability sake in an early 110...., if we get to the point of not being allowed to run older diesel engines here. the tdci is easy to rebuild, compact, lightweight and relatively cheap, too. i am a lover of the td5, but having just rebuilt a puma engine i am impressed with their simplicity, unitary major component design and already equipped with vnt they would be a good unit if set up right.

just thinkin'....

jc

Originally Posted by justinc

i agree the 6 spd trans is pretty aweful, was thinking about sticking it infront of an LT95 for reliability sake in an early 110...., if we get to the point of not being allowed to run older diesel engines here. the tdci is easy to rebuild, compact, lightweight and relatively cheap, too. i am a lover of the td5, but having just rebuilt a puma engine i am impressed with their simplicity, unitary major component design and already equipped with vnt they would be a good unit if set up right.

just thinkin'....

jc

Except LR deleted the MANN+HUMMEL bypass centrifuge fitted to the transit version (and the TD5). Better to start with a transit engine.

Originally Posted by djam1

Jose
Just to take the thread further off course

How many gearboxes and axles do you go through?
In fact what modifications do you do for them to do the competitions?

Duane

Continuing this:

Axles

Again, compromisse is the key. I run 33 to 35 inchs tyres, so rover type axles are ok . I´m using maxidrive halfshafts with ashcroft cv joints and ARB air lockers. Diffs are pegged. My propshafts are also stock.
I´ve also made the all axle stronger in the outside to prevent it from bending when jumping
Here´s my axle













Rover axles cannot handle tyres above 35", being reliable.

The first route we went 5 or 6 years ago (with a good friend, Quinel) was to buy some salisbury front and rear axle and make it a true Dana 60 with rear 35spline and front 30 spline. This is actually bulletproof an has the advantage of using all the original mounting brackets, so it was just a matter of taking care of inside the axles and then bolt it tho the car. Main problem with this axles is ground clearence and weight and, at this moment, availability of front salisbury cases. Price was also a bit high, arround 7 to 8000 euros (pair) depending on the steel price.

This lead us to another route. Using nissan Patrol GQ y61 axles. These are in fact very strong axles, with the advantage of good ground clearence and easy availability in terms of parts. The downsize is the fact that the diff offset off the axle case is in the opositte side, wich makes it prety hard to fit it in a 90" car, without the propshaft vibrating a lot. The 90" in which we fit this axles, was stretched to 100" with costum made propshafts and the problem was solved
These can be run with stock parts, but if you want full confident in the material, rear nissan difflock should be change for an ARB unit and front cv joints and propshafts should be change with either RCV or trailgear parts.

Another problem with this axles its ring and pinion ratio. Nissan axles tend to be very reduced in the axles cause the gear+transferboxes are very long. Land rover´s are normaly very reduced in gearbox. We found the 3.0 di automatic ring and pinion 4.03 ratio to be excelent with the land rover gear+transferbox ratio and big tires...

Next step, at least for me, is to try and have a bolt on very cost effective upgraded brakes....

And this is how land rovers and general 4x4 works. Always trying to make things better and testing them...on the paper, lots of things work. On the field, thats a diferent story

Originally Posted by isuzurover

Except LR deleted the MANN+HUMMEL bypass centrifuge fitted to the transit version (and the TD5). Better to start with a transit engine.

hmmm, i service a few tdci transits, no centrifuge on the 2006 and 2008 models i have seen. they do take a different oil filter cartridge from the lr variant though.

also transits run a dual mass flywheel, defenders don't but that obviously can be sorted out.

Originally Posted by justinc

hmmm, i service a few tdci transits, no centrifuge on the 2006 and 2008 models i have seen. they do take a different oil filter cartridge from the lr variant though.

also transits run a dual mass flywheel, defenders don't but that obviously can be sorted out.

Should be fitted to transit 2.4 Tdci 2006-on???
C9061 OIL FILTER CENTRIFUGE 2.4L TURBO 2006- FORD ZR7001 1372808... - Compare Prices and Deals, Shop & Buy Online in Australia at MyShopping.com.au

ah, actually you may be right there ben, i have a feeling i may be a bit out with my manufacturing dates. i can check up on one in particular tomorrow.

jc