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Well, you have all the parts to make it move under its own steam now.:). Can't wait to see that happen.
It's one thing to see someone perform a conversion like this, it's quite another to see it happen so quickly. It would take me years to do something like this, and I'm positive it wouldn't look or be as good. Top work Simon.:)
Here's the conversion plate fitted to the box. Nick (nrs91), if u need any more specific pics let me know. :) Also, what oil are you running in the ZF Box? It seems there are a few different options... ATF, Engine Oil, or Ag Trans/Super... I'm leaning towards ATF as two manuals stated this, but would b interested in your opinion. Cheers!
Here's a pic of the newly welded gear in situ, dry assembled at the moment to have a test fit on the gearbox. I have a new oil seal which will go in on assembly. The ID is 50mm to suit the ZF shaft and the OD as per original to suit the LT 230 transfer case. With the first trial fit, the gear slid on nicely, and the locating dowels fitted without modification!! The gear turns freely once in position too which is good!! :D
Looking good. Don't you just love it when a plan comes together?
Well, finally got round to finishing the tube nut.. Borrowed Craig's lathe tonight and spun up the 10mm spacer, and machined the tube nut so it fits snugly up the center of the gear. Here's a pic of it on the shaft. (It consists of a metric fine nut welded to a piece of thick wall tube which is welded to a turned down 3/4 socket.. that's all the correct length..! Taken a bit of working out, but on a trial dry fit it seemed to go together nicely, and I was still able to turn the gear by hand with it all in place and tight! :)
And here's the gearbox output seal in place, with the shortend alli housing, and the conversion plate. Once assembled I'll show a pic of the transfer case output with seal, and a final pic with the nut being inserted, and finally the cover plate and gearbox rear mount.:)
Well, after a few setbacks with the transfer box rebuild, its all back together. I discovered that one of the center bearings had been turning on the housing... Subsequently, it was scrap! So, having stripped the 1.410:1 box I had for spares, and swapped all the best bits over, I was able to rebuild the 1.222:1 box. With the Ashcroft one piece cross shaft and new shims fitted along with new bearings etc, it was time to finish it! Here's the 'Welded Gear' with its splined section protruding with the seal in place.
Here's the 'anti spreading plate' in place just before the second gasket and increased capacity sump are fitted. :)
Once together and hi/lo and diff lock checked for operation, the transfer case was fitted to the gearbox and tightened up. Once in place, the 'tube nut' is fitted up the center of the welded gear, having first applied a small amount of Locktite to the threads and tightened. To get around the oil traveling down the center of the gear I managed to fit an O ring inside the gear at the point where the Cummins part meets the Land Rover part. With the tube nut tapered off at the nut end, I was able to wind it into the O ring forming an oil tight seal.. (Tested for an hour in 5th gear before refitting the input gear to the transfer case). Once the nut is fitted, the rear circular cover plate is fitted and the box filled with oil.
Here's the transfer case complete, tight and in situ! With the gearbox in neutral, the diff lock locked, Im able to turn the box over by hand, so Im happy that I've got all the machining etc between the two boxes somewhere near. If there were any issues, the two boxes would not have gone together, or the gears would have tightened up as I locked the tube nut. So, with the handbrake fitted, props on and the transfer box filled with oil, its ready for a test run... 10 km later and no issues!! :)