Thinking...

[jplambs]

I've just been trolling through the various thread on freelanders so I'd like to ask you all a question. Recently I have been paying attention to the number of freelanders that are coming up on ebay with problems and are therefore selling quite cheaply, if you look at the moment there is one with a blown headgasket and one with a noisey front diff.

Now my idea was that I could get one of these or failing that 2 of them and make one good car out of them and sell the other. Either that or just fix say a blown head gasket or whatever else is wrong. I've read Gary's posts on the VCU with interest and I have also heard about the liners in the petrol motor sliding down into the block. So I guess the question is this, how easy are the freelanders to work on, and if I was buying one that needed fixing what is the best thing to have to fix? i.e. drivetrain, engine, etc? Also would it be easier to just replace the VCU on them so that you wouldn't have to worry about it going, particularly as it would be my little sister who would be driving the vehicle.

[Ausfree]

Yeah, Garrycol would be the best person to advise he is a regular, also Seahorse but he is not on the Forum as often. My two cents worth, avoid the petrol models particularly the K4 for reasons you have mentioned. I own a V6 which apparently has similar problems but not as often. My V6 is going very well but it chews fuel, which they are well known for. If you can find one, go for the TD4 diesel, but as they have a better record, they are of cause more expensive to buy.
As for replacing the VCU unit, I wouldn't do it unless it was starting to show signs of failure, the test is to reverse at full lock and if it seems as if the handbrake is on that means the VCU is starting to fail. I believe a VCU costs about $1200 to replace (I think). Any how I am sure Garry will spot your posting and give further advice.

[SuperMono]

You might have to buy more than 2 to get a complete set of 'good' bits, but seeing I have seen them go for $1000 with not much wrong that is certainly feasible. I have thought along similar lines to build up a Diesel to replace my V6 as well.

[101RRS]

If you have the time and effort - as a hobby why not. As far as IRD etc - they are available second hand from about $1000 and for ones that just need some bearings etc cheaper rebuild kist are available. So from this aspect I would just source bits and rebuild yourself - older Freelanders are likely to have the same problems as the one you buy.

I have a diesel but have read a lot about the 1.8s and V6s - basically with the 1.8 if it has a blown head gasket you have to assume the liners have dropped. Then if you are prepared to give things a go - then pull the engine down and try a rebuild - anything is possible.

My advice is not to get two bung cars - both are likely to have the same issues. There are heaps of cars on the market and if you know what you are looking for cheap buying. Stay away from the 1.8s - I would be cautious about the V6 (same engine in the first Kia Carnival - all dead by now). The L series diesel is good - but you need to get one with an upgraded IRD - TD4 excellent.

Take my car - 260,000 runs like a dream, everything works, upgraded IRD - but only worth about $4000.

They are there cheap if you look.

Garry

[SuperMono]

I have one other pet theory.
The 3.8L pushrod V6 in the Commodores is small, torquey, plentiful and cheap.
I reckon one could be squeezed into a V6 F1.

[Ausfree]

I have one other pet theory.
The 3.8L pushrod V6 in the Commodores is small, torquey, plentiful and cheap.
I reckon one could be squeezed into a V6 F1.

Yeah, I like the theory, would have more grunt than the KV6 and more reliable, I am not a mechanic, I wish I was, because it would make a great project/hobby for somebody with time on their side. I have being watching Jesusfreak's project on putting a 2.2 litre turbo Mazda motor in an F1, with great interest. But the thing that worries with your theory is the Commodore motor is a North/South motor while the KV6 is East/West.

[SuperMono]

Holden V6 is derived from the GM unit in the USA which has been used in all sorts of configurations, in RWD, FWD and 4WD, as well as probably upside down and backwards. I'm sure a suitable sump/pickup could be organised so that oil stays in the right places.
Biggest issue I believe is getting enough engine info across to the transmission so that everything works. Some of the CAN data gets translated in the instrument cluster but I think it comes back to fooling the original ECU and leaving it in place.
I might be game enough to try, but not while I have a Rover V6 that is viable.