You could modify the front radiator support panel and move it forward much like on a stage 1 where it is level with the front of the guards. That would give you extra room.
Seems like fitting an overdrive is a lot simpler.
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You could modify the front radiator support panel and move it forward much like on a stage 1 where it is level with the front of the guards. That would give you extra room.
Seems like fitting an overdrive is a lot simpler.
Yes mate sounds like it, I use to have the Fairey O/D but its in bits stuffed. Thanks all the same.:(Quote:
Originally Posted by pfillery
It was a 6 cylinder origionally, not sure of the Holden conversion kit could be Marks adapters. Not sure of shafts 100% though. I ment with the original gearbox set up as it is nom, sorry.Quote:
Originally Posted by Lotz-A-Landies
Slightly off topic, but for arguments sake, if you adapted a 200tdi engine and gearbox to a series 3 transfer case via an Ashcroft conversion (former 6cly engine), how does the transfer and rest of the original running gear perform? I guess I'm trying to establish if the newer engine and gear box would be held back by the transfer case or diffs or whether they will run ok?
If that is all ok, then the engine/gearbox/ashcroft would be a pretty reasonably option rather that just a roverdrive overdrive? (apart from cost of course)
Jim
From what I have read Jimmy, the 200tdi is so powerful that the diff ratios will be holding back top speed somewhat; so on my project I eventually want to fit a Roverdrive to give more relaxed cruising.
I like the overdrive option because it can be taken off the car and put on the next one, more easily than swapping the transfer gears; however; the high ratio transfer gears would be just as effective and cheaper as well,
Cheers Charlie
Interesting, So the roverdrive, 200TDI/box to transfer case conversion or high ratio transfer gears would all be good options depending on your wallet size.
Incidentally, I thought the 200TDi had about the same output as a 186 holden, so presumably the diffs would be an issue on all options?
Jimmy
We're talking about a 109" aren't we? If that's the case it's not the strength of the diff, it's the final drive ratio where you come into issues. It's the RPM = speed = fuel consumption/economy.
The LT77 gearbox in 5th gives an overdrive ratio almost the same as the Roverdrive ratio. The hi-speed transfer gives a little taller 4th gear ratio (about 4%) as both the LT77 5th and Roverdrive, but you also lose the equivalent of 1st gear ratio. It's like adding 5th and losing 1st.
Remember the TDi200/300 run on 3.54:1 diff ratios and in the Defender a 1.41:1 transfer case Hi ratio on 7.50 16 tyres or Discovery 1.222:1 Hi-ratio on 6.50 16 tyres, the series Hi transfer ratio is 1.2:1 on 4.7:1 diff ratio.
I did the exercise a few years ago and found the cheapest & easyest for the most reliable way to increase speed & keep the rev's down was the roverdrive no worries about oil cause it use's transfer case oil it's very quite will criuse at 100k all day. I read somewhere someone made the fairy overdrive sump bigger & made a big difference in quiteness & more reliable
I spent $1000 and put a high speed transfer case behind a suffix c 2a box in my s3 with 202. Cruise at 100kmh all day topped out at 140kmh. The Holden 6 was in its normal operating range at 100 which is approx 2600 rpm. Much more reliable than an overdrive.Quote:
Originally Posted by will d8r
You are talking about Fairey and Toro Overdrives when you talk about poor reliability. I have not heard of Roverdrives being unreliable.Quote:
Originally Posted by landrover dave
Further the Hi-Speed transfer case does not overcome the loss of first gear in high-range, which is more important with a Holden engine that develops it's torque at high revs.