Printable View
Apart from going by chassis number I don't think there is a way to tell what IRD you've got fitted - 2000 was the cusp year where they changed IRD model. They're not marked with anything that helps identify it. If you do happen to find a way be sure to post it - as I'm dead keen to find out what IRD I've now got in my Flandy :D
I am not 100% sure but in the diesels I believe the change occurred when the Freelander changed from the L series to TD4 in the Series 2 version of the Freelander 1.
The L series with the old IRD did about 100kph at 3000rpm so if yours is higher geared than that you have a different IRD. My L series now does just under 120kph at 3000 rpm with its newer IRD.
But as I said I am not sure.
Garry
My belief is that the IRD only changes the gearing front-rear,
not the overall gearing?
My L-series is also 120km @ 3000rpm, and I don't remember it changing
when the IRD was replaced.
One check is jack up one side of the car, in neutral and hand brake off, mark the top of both tyres (tape or chalk).
Now start spinning the front wheel clockwise and count each revolution.
If the front turns approx 75 times and the rear 74 times (can't remember exactly the number) you have the old IRD.
If the front turns approx 420 times and the rear 419 times you have the newer type IRD.
This won't tell you which TAG number IRD you have, but if it's the old or new gearing.
You could always just look up the part number... IIRC, it's moulded into the casing.
Anyway, the change basically happened when they swapped to TD4.
M
Hello Folks, Further to my last posting!!!
I have just returned from a Trip from Central Victoria to up the Oondatta Track accross the Simpson Desert (French Line) to Birdsville, and down the Birdsville track (stranded for a day due to dust storm) to Maree and back home. The trip took 10days and a year of planning and preparation. BUT...... My IRD packed up at Roxby downs (just into the trip) Luckily it didnt happen in the middle of the Simpson.
After $2500 later, and much frustration, we fitted the new one in and continued the trip. The new unit TAG 000230 hopefull no more troubles
The bearing on the drivers side shaft of the old unit had disintegrated and metal filings were spread throughout the unit. Luckily there is no damage to cogs. I only noticed the fault accidentily after I smelled oil whilst parking - the oil seal had come out of its housing, and oil splashed along the floor pan.
Not sure whether to sell the old IRD as is or fit a bearing kit to it. Does anyone know how to remove the oil cooler without damaging it?
Apart from this minor hickup (although expensive) after 160,000km of good reliability, the Freelander climbed 1500 odd sand dunes and kept up with 2 conventional 4wds.
[ATTACH]Attachment 19045[/ATTACH]
Well that is a new one - we usually hear of IRD failures where the bearings in the rear drive crown and pinion fail causing the crown and pinion to unmesh and loose a tooth or the bearings just collapse and the lot goes through the IRD wrecking everything.
To actually have bearings on the driveshaft output areas to fail seems a bit odd. I would have thought that they were rebuildable but not where you were.
If you have the time to pull down the IRD and replace these bearings it may be a worthwhile exercise subject to the crown wheel and pinion being OK - it may be also worthwhile just wrecking the IRD and selling off the good bits that usually fail. As as the IRD cooler goes, other than knowing it is delicate and can "rust" out and dump coolant into the IRD I am afraid I cannot help there - and there seems to be little information in the RAVE and Haynes manuals on this. I guess have a play and see what happens.
It looks like you had a great trip - why not post up a trip report with plenty of pics so that some of the doubters (all the non freelander owners) can get an idea what the freelander is actually capable of.
Cheers
Garry
Good one:
:DQuote:
Originally Posted by garrycol
