Thread: Jock's 110 Rebuild/Build-up

Great start Jock, I'll be keen to watch this build as I have similar aspirations. A gal chassis would be a good base but i'd try and gal a firewall too.
Good luck with it!

Fairly slow progress

We are having a pretty nice summer down here so I've been struggling to drag myself into the carport to work on the Landy

Anyway, I've stripped and close enough to rebuilt the front diff

The only thing I didn't touch was the centre, there was a bit of play in the side gears. When I have the money I'll be slipping a locker in so that can wait for a bit

It's had:
D44 Front diff guard
Wheel bearings
Hub seals
Swivel seals
Swivel bearings
Swivel balls
Stub axles
Ashcroft halfshafts, CVs and flanges
Rebuilt calipers with stainless pistons
Rotors and pads
Stainless brake lines

Here is the diff



After many hours



The box of bits



I just made a start on the rear Salisbury last night

Few pics to keep you happy

Most of my mates are heading off to the mainland, so I decided to make myself up a bit of a hoist/lifting beam to help me lift a few things around



The end of summer is here, and with daylight savings we now have dark evenings. So I brought the Landy up and spent a few hours stripping out the interior



The Salisbury is still a work in progress, I managed to order the wrong stub axles and rotors

Originally Posted by Jock The Rock

....................... I managed to order the wrong stub axles and rotors

G'day Jock,
Not hard to do. I've just been sorting out the parts I need to do a disk brake conversion on the Salisbury on my County. Finally got it all sorted out, with Steveg's help. We thought there were only two different bearing spacings in County/Defender hubs which governs which stub you use, but I have three different spacings in hubs I have here, so we had to make sure which one's to order.

I'll be keeping an eye on your build, you have a great car to start with.

Cheers, Murray

Hi Jock

Things seem to move slow at first, But as the SWMBO becomes sympathetic, the projects tend to roll out the gate.

Only problem is the yard then looks a lot more messy as only the junk is let behind.

Is there anything you are looking for that I may have?
.

Been a while mate

I'll be heading Hobart way a bit more often with the rugby season on so I'll have to drop in for a cuppa some time

Looking pretty good for parts at the moment, what do you have in the way of Defender wrecks?

Originally Posted by Jock The Rock

I'll be heading Hobart way a bit more often with the rugby season on so I'll have to drop in for a cuppa some time

Your on.

what do you have in the way of Defender wrecks?

Remains of a couple of 200TDi 110 Cab chassis, the shell of a green wagon roll over from JC.

The TD5 SW is slowly being restored, now has another low Klm engine, new BFG tyres, wheel bearings, seat covers, floor mat and steering wheel.

I haven't looked into it yet, but I have a 14D transferbox out of a 1984 torqueflite RR and that should be, high (1.003) and low (3.321) ratio.

If I put this Rangie back on the road it could be as a 300TDi and early ZF auto with a 28D 1.222.

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Ref; Transfer Box Ratios - Land Rover Technical Archive - LR4x4 - The Land Rover Forum

List of Serial numbers and corresponding Ratios

All stock LT 230"s have a low ratio of 3.321, the following list refers to the high range ratio.

12D = 1.667 LT 230R

13D = 1.410 LT 230R

14D = 1.003 LT 230R

15D = 1.192 LT 230R

20D = 1.667 (2.5 N/A 110),

22D = 1.410 (all 4Cyl 90/110 bar above),

25D = 1.410 (V8 110 LT 85),

26D = 1.003 (RR Classic 3 speed auto),

27D = 1.192 (early RR Classic),

28D = 1.222 (RR and Disco I),

29D = 1.192 (V8 90 LT 85),

32D = 1.222

34D = 1.410 (2.0 Disco I),

36D = 1.211

38D = 1.211

40D = 1.211 (NAS/Japan 90&Disco),

41D = 1.211 (Disco II, diff lock stud),

42D = 1.211 (Disco II, diff lock stud),

43D = 1.410 (90/110 TD5),

57D = 1.410 (90/110 TD5),

61D = 1.211,

62D = 1.211,

68D = 1.211,

69D = 1.211,

70D = 1.211 (Disco II, no diff lock),

LT 230 Transfer case comparisons

1.003 > 1.222 = 17.92% Drop
1.003 > 1.410 = 28.86% Drop
1.003 > 1.667 = 39.83% Drop

1.222 > 1.003 = 21.80% Raise
1.222 > 1.410 = 13.33% Drop
1.222 > 1.667 = 26.70% Drop

1.410 > 1.003 = 40.57% Raise
1.410 > 1.222 = 15.38% Raise
1.410 > 1.667 = 15.41% Drop

1.667 > 1.003 = 66.20% Raise
1.667 > 1.222 = 36.41% Raise
1.667 > 1.410 = 18.22% Raise

For those considering a ratio change the following may prove useful.

MPH per 1000 rpm = 2.976D/ MTR
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D Tyre diameter in inches (more accurate to use 2 x rolling radius)
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M Typical 5 speed manual box, select a ratio 1st 3.60 These ratios will vary a little between box types 2nd

2.11 3rd 1.40 4th 1.00 5th 0.77 Rev 3.43
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T Transfer ratio select a ratio

High 1.003 1.222 1.410 1.667 Low 3.321
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R Differential select a ratio 4.70 S 4.11 L 3.54 S L Special S stock
Tony

Will drop in sometime, I may be after a few panels/dash bits