Thread: Freelander - constant4x4?????

Originally Posted by fz1yam

I have a 1989 L series, about three monthes after i bought it the front drive shaft let go . This happened because the vcu was siezed . It took out the ird as well. It cost a packet to fix , even with second hand stuff .

I am surprised it took out the front propellor shaft as well - normally it is the pinion and crown wheel that takes the drive to the rear in the IRD - result is normally a new IRD. These bits are not normally available but in the UK bits are becoming available.

I agree with you putting in a new VC rather than a second hand one.

I hope that when you got the second IRD you got it from a post 2000 model or else you are likely to have the same problem in the future. The issue is not the VC but the early IRDs that had the what is effectively the wrong diff ratio in them - resulting in the VC having to work harder and failing. Post 2000 IRDs have different ratios in them that better match the rear diff.

Garry

lol

My IRD still runs the original high ratio (No idea what it actually is). Does awful things to goodyear tyres. However I have replaced the VC with a new replacement at around 90,oookms. and its going strong. Its very tail happy when on the dirt and off the power, as the rear tries to push past the front.

cheers!

On that note, does anyone know the drive ratio of the rear diff? Or what sort of power it can handle?

Im seriously contemplating converting to a holden LSD rear/ford locker, and replacing the whole engine & GB with a nissan turbo v6 & 5speed auto. So i suppose my question is, what ratio is the freelander diff, and can it handle ~350-400Nm...?

Cheers!

Originally Posted by beforethevision

lol

My IRD still runs the original high ratio (No idea what it actually is). Does awful things to goodyear tyres. However I have replaced the VC with a new replacement at around 90,oookms. and its going strong. Its very tail happy when on the dirt and off the power, as the rear tries to push past the front.

cheers!

This probably explains why it seems to have drive to the rear only, it is probably the pushing effect in the loose surface.

With the rest of it, take it to someone who knows them well, a lot of LR mechanics dont like them all that much.

Originally Posted by beforethevision

Im seriously contemplating converting to a holden LSD rear/ford locker, and replacing the whole engine & GB with a nissan turbo v6 & 5speed auto. So i suppose my question is, what ratio is the freelander diff, and can it handle ~350-400Nm...?Cheers!

I am not sure whether to or or or what?

Any way the rear diff is a Dana diff (so I have been told) so there should a locker to fit somewhere. All F1 rear diffs are 3.214:1 (crown is 45 teeth pinion is 14) (though some repair kits state it as being 3.14:1). http://www.difflap.com.au/publications/RATIO.pdf (see about page 17)

Also because of the failures caused by the VC, post 2000 diffs - while of the same design and construction - have larger bearings to take the loads.

So as the drive for the front left wheel goes from the IRD through the middle of the shaft taking drive to the IRD from the gearbox and through the gearbox - how are you going to get the drive from the IRD through the nissan gearbox to the front left wheel.

Hope this helps.

Oh did I tell you about my plan tom make a freelander dual range by using a lada transfer case instead of the VC and removing half of the IRD (the half that has the front diff in but leaving the rear PTO section) and putting a rear freelander diff in the front .

Garry

Originally Posted by mcrover

This probably explains why it seems to have drive to the rear only, it is probably the pushing effect in the loose surface.

With the rest of it, take it to someone who knows them well, a lot of LR mechanics dont like them all that much.

Different customer im sorry, i know my car well, the guy that apparently has rear only is 'Ozboc' or something similar.

Cheers!

Originally Posted by garrycol

I am not sure whether to or or or what?

Any way the rear diff is a Dana diff (so I have been told) so there should a locker to fit somewhere. All F1 rear diffs are 3.214:1 (crown is 45 teeth pinion is 14) (though some repair kits state it as being 3.14:1). http://www.difflap.com.au/publications/RATIO.pdf (see about page 17)

Also because of the failures caused by the VC, post 2000 diffs - while of the same design and construction - have larger bearings to take the loads.

So as the drive for the front left wheel goes from the IRD through the middle of the shaft taking drive to the IRD from the gearbox and through the gearbox - how are you going to get the drive from the IRD through the nissan gearbox to the front left wheel.

Hope this helps.

Oh did I tell you about my plan tom make a freelander dual range by using a lada transfer case instead of the VC and removing half of the IRD (the half that has the front diff in but leaving the rear PTO section) and putting a rear freelander diff in the front .

Garry

Ive heard your plan and it sounds pretty good. The lift to clear the diff would be massive tho. Unless you can seriously wrangle the front diff right around, and disconnect from the PTO, then the new diff has gotta go under the engine.

Im looking at a nissan vq30det, turbo v6, about 200kW, 380Nm. 5speed auto RWD set up. Fits the engine bay and trans tunnel nicely. I am worried the freelander diff will go bang with that power driven direct so i was looking at the holden LSD's. The freelander rear diff is hypoid ( ?), to hide the driveshaft, but apparently this is a weaker design? (I can't confirm) It would be easy to mount the entire new diff in there, but not as easy as leaving the original in there....

My reasoning is that if the freelander is essentially 2wd when 'cross' axled, and will get stuck, RWD and locked should be ok. Not as good often i know. Plus it will go sheep loads faster. Furthering this, if it goes well, itl get a transfer case modded onto the auto, and do what your suggesting. The VC housing would take a transfer case easy. Same resultant height, except 3 times the power. Oh, and lockable diffs. Just gotta get 6" K frame lift engineered.....

hmmmm or stick solid axles under it. If you looked at the chassis contours, its just asking for D2 solid axles&diffs... traction and eveything will still work. Probably easier to engineer also, as there is no height comparison.

Ive pondered this too much as you can tell.

Just think, nice, little, comfy, nimble freelander, solid axles, low range, 31"s, automatic and 200kW.

Don't get me wrong, I'm a supporter of independent suspension, i think it rocks, look at Baja1000. BUT it's hella painful to do custom. And macpherson isn't a good start. Although somewhere on the net, there is a v6 freelander SE3 with double wishbone and coilovers. And the ford engine in the rear. Specifically built for rally.

cheers!

Why not take the easy route and just put the body on a disco chassis and run a V8 . The wheel base is the same.

Garry