Thread: 1975 -109 Land Rover

Very capable, very simple, most parts still available with plenty of support, knowledge and advice on this forum.

Originally Posted by V8Ian

Very capable, very simple, most parts still available with plenty of support, knowledge and advice on this forum.

Thanks V8Ian

If it's the Land Rover 6-cylinder then caution is needed.
Some parts are difficult/expensive to obtain e.g. water pumps, exhaust manifolds, decent gasket sets. Shell bearings & pistons v. expensive if you can find them.
Plus they are not economical on fuel.

If it has a Holden motor then parts are more readily available.


Colin

To add to Colin's note about the six (a Rover car engine, introduced as an option for late Series 2a), the four cylinder petrol engine, while definitely underpowered by modern standards, is robust, durable, and reliable, and almost all parts readily available. Fuel consumption is not good, but it is not fussy about the fuel. The higher compression version is preferred, but rare in Australia.

The four cylinder diesel is reliable, but not particularly durable in my experience, and definitely underpowered. Parts are generally available. Broken crakshafts have been traced to incorrect radiusing of the journal ends.

Both these Rover designed and built engines are, as far as I know, the only engine designed from scratch specifically for light four wheel drives. They share a basic design, meaning that the petrol engine is extremely robust, sharing the block and some other parts with the diesel. Originating in the Series 1 as a new 2l diesel design in 1956 with wet sleeves, the 2.25l petrol engine appeared in 1958 in the Series 2. For the Series 2a in 1961*, the diesel was enlarged to 2.25l, sharing the petrol engine block. They are very driveable, and suited to the gearing fitted.

The engines remained essentially unchanged into Series 3 production in 1971* (but with ongoing minor changes), but changed to a new variant in 1981*, now with five crankshaft main bearings instead of three and with metric threads instead of Unified Imperial threads. With the coil sprung Landrover 110 and later 90, these engines were enlarged to 2.5l, but were not sold in Australia, which only got the V8 and Isuzu noted below until the Defender. The first Defender engine, the 200Tdi, is a redesign of the four cylinder engine diesel with an intercooled turbocharger.

Late Series 3 Landrovers introduced an additional engine option, the 3.5l Rover V8, which came with significant chassis, body, and drive train changes. An alternative (Australia only) to the V8 was the Isuzu 4BD1 3.9l diesel.

All Series 3 Landrovers (except the V8 and Isuzu) share the same four speed all-synchromesh gearbox and selectable four wheel drive transfer case, although the gearlever is different on the six, as it is fitted further back. A large lever with a red knob selects high or low range, with low range notably lower geared than for most other similar four wheel drives. Low range automatically selects four wheel drive. Four wheel drive in high range is selected on the move by pressing down on a yellow knob on the transmission tunnel, and is disengaged by changing into low range and back while stopped.

The gearbox, originally introduced by Rover in 1932, with no synchromesh, was continuously developed from its introduction. Series 1, 2/2a had synchromesh on 3 and 4, and as noted above, Series 3 had it on all forward gears. Gear ratios changed somewhat over the years. The transfer case was a new Rover design in 1948-50, and also had continued development. By Series 3, the transfer case is considered unbreakable, although never quiet. The new Series 3 gearbox though can be troublesome, especially the early ones, although it is unclear whether a lot of its reputation in Australia may be from Holden engine replacements.

Both the four and six cylinder engines in Landrovers were often replaced by Holden engines rather than overhauled, as it was a lot cheaper, and provided a power increase, and parts were easier to find. However, these required an adapter plate between the engine and bell housing, and it seems that many of these were not made with sufficient accuracy, so that the gearbox input shaft was misaligned, resulting in all sorts of gearbox failures, including bearing failures and broken shafts. A further problem with Holden engines is that the gearing is unsuited to the engine's preferred speed range. This led to an overdrive unit fitted to the transfer case to give, effectively, a higher fifth gear (it can also be used to split between 3/4).

Originally Posted by JDNSW

To add to Colin's note about the six (a Rover car engine, introduced as an option for late Series 2a), the four cylinder petrol engine, while definitely underpowered by modern standards, is robust, durable, and reliable, and almost all parts readily available. Fuel consumption is not good, but it is not fussy about the fuel. The higher compression version is preferred, but rare in Australia.

The four cylinder diesel is reliable, but not particularly durable in my experience, and definitely underpowered. Parts are generally available. Broken crakshafts have been traced to incorrect radiusing of the journal ends.

Both these Rover designed and built engines are, as far as I know, the only engine designed from scratch specifically for light four wheel drives. They share a basic design, meaning that the petrol engine is extremely robust, sharing the block and some other parts with the diesel. Originating in the Series 1 as a new 2l diesel design in 1956 with wet sleeves, the 2.25l petrol engine appeared in 1958 in the Series 2. For the Series 2a in 1961*, the diesel was enlarged to 2.25l, sharing the petrol engine block. They are very driveable, and suited to the gearing fitted.

The engines remained essentially unchanged into Series 3 production in 1971* (but with ongoing minor changes), but changed to a new variant in 1981*, now with five crankshaft main bearings instead of three and with metric threads instead of Unified Imperial threads. With the coil sprung Landrover 110 and later 90, these engines were enlarged to 2.5l, but were not sold in Australia, which only got the V8 and Isuzu noted below until the Defender. The first Defender engine, the 200Tdi, is a redesign of the four cylinder engine diesel with an intercooled turbocharger.

Late Series 3 Landrovers introduced an additional engine option, the 3.5l Rover V8, which came with significant chassis, body, and drive train changes. An alternative (Australia only) to the V8 was the Isuzu 4BD1 3.9l diesel.

All Series 3 Landrovers (except the V8 and Isuzu) share the same four speed all-synchromesh gearbox and selectable four wheel drive transfer case, although the gearlever is different on the six, as it is fitted further back. A large lever with a red knob selects high or low range, with low range notably lower geared than for most other similar four wheel drives. Low range automatically selects four wheel drive. Four wheel drive in high range is selected on the move by pressing down on a yellow knob on the transmission tunnel, and is disengaged by changing into low range and back while stopped.

The gearbox, originally introduced by Rover in 1932, with no synchromesh, was continuously developed from its introduction. Series 1, 2/2a had synchromesh on 3 and 4, and as noted above, Series 3 had it on all forward gears. Gear ratios changed somewhat over the years. The transfer case was a new Rover design in 1948-50, and also had continued development. By Series 3, the transfer case is considered unbreakable, although never quiet. The new Series 3 gearbox though can be troublesome, especially the early ones, although it is unclear whether a lot of its reputation in Australia may be from Holden engine replacements.

Both the four and six cylinder engines in Landrovers were often replaced by Holden engines rather than overhauled, as it was a lot cheaper, and provided a power increase, and parts were easier to find. However, these required an adapter plate between the engine and bell housing, and it seems that many of these were not made with sufficient accuracy, so that the gearbox input shaft was misaligned, resulting in all sorts of gearbox failures, including bearing failures and broken shafts. A further problem with Holden engines is that the gearing is unsuited to the engine's preferred speed range. This led to an overdrive unit fitted to the transfer case to give, effectively, a higher fifth gear (it can also be used to split between 3/4).

Thank you all for your help and knowledge, apparently it's got 86,000 KLMS on the clock.

Was thinking of going the Holden 6cyl ( I have a mate that has a Holden blue engine )route if I purchased the engine.

Where can you buy the adaptor plate from, and what sort of 5spd gearbox would you use ?

Cheers Jason

Originally Posted by dmax

Thank you all for your help and knowledge, apparently it's got 86,000 KLMS on the clock.

Was thinking of going the Holden 6cyl ( I have a mate that has a Holden blue engine )route if I purchased the engine.

Where can you buy the adaptor plate from, and what sort of 5spd gearbox would you use ?

Cheers Jason

You'll be looking for a secondhand adaptor plate, I don't know that anyone still makes them.
You could ask Dellow, although I have read negative comments about their older adaptors but have no personal experience.
Home - Dellow Conversions

You could fit an overdrive to the Series box rather than trying to fit a 5-speed.

Fairey overdrives come up for sale but some parts are getting expensive and I've heard they are noisy.
Roamerdrive make a far superior overdrive. Global Roamer

Colin

Originally Posted by gromit

You'll be looking for a secondhand adaptor plate, I don't know that anyone still makes them.
You could ask Dellow, although I have read negative comments about their older adaptors but have no personal experience.
Home - Dellow Conversions

You could fit an overdrive to the Series box rather than trying to fit a 5-speed.



Fairey overdrives come up for sale but some parts are getting expensive and I've heard they are noisy.
Roamerdrive make a far superior overdrive. Global Roamer

Colin

Thanks Colin,

So yes waiting to hear back from roamer drive.

After talking with my mate, and going to look at Land Rover.

I've decided to buy it ( was also looking at a 1979 FJ45 Toyota, but the rust was bad in the chassis )

I couldn't fault the vehicle other than a a rattle from second gear and a leaking sump gasket the owner tried to replace.

Inside the cabin ( not camper part ) was immaculate along with the engine and outside body being in really good condition.

Definitely take some time getting used to driving it,

I'll try and post some pics when I get it.

Thanks again to all that helped giving me advice.

Cheers Jason

So what engine is it?