Ls1 engine
Ls1 engine
33" dia tyres standard, Volvo portals, disc brakes, full floating Sals/D60 rear D44ish front with Quaife style locking geared LSD front and rear.
Same low range as an LT95, similar high range and six gears to the Puma. Locking LSD centre diff ala Ashcroft/Quaife in something as robust as an LT230, with PTO output to clutches for hydraulic pump and pneumatic compressor.
An overengineered unstressed four or six cylinder diesel between 3 and 4 litres, with turbocharger for overtaking purposes.
Defender chassis, galvanised ala Perenties. Maybe made from spring steel so it'll flex a bit but always return to shape and be immensely robust. And make the factory galvanised bullbar (with hydraulic winch cradle) out of spring steel whilst we're at it.
Airbag suspension ala L322/D4/whatever. Active crosslinked suspension system ala Kinetic of West Aus to force articulation at low speeds and corner well at higher speeds.
Perentie 6x6 cab width body but no flairs so track is similar to standard Defender with the looks of a Series 2 or 3 having tyres inside the guards, and enough interior room for a 60L fridge between driver and passenger. Still have the driver's seat hard against the door so its easy to lean out the window and check wheel placement.
Birmabright panels. Galvanised firewall, integrated ROPS and trim strips.
Hundreds of rivets holding it together.
Rear seats 3x buckets
Wind up frameless windows. Best of both worlds-no door tops but can keep the rain out!
Fyrlight quality for high beam headlights, through relays.
100+ litre fuel tank
40+ litre water tank
Dual N70 size batteries under the passenger seat.
Tropicool roof.
D4 or similar speakers for USB/SD input stereo.
And paint it white...
Oh yeah, forgot to mention the most important bit, i'd plagiarise the price from the Chery J1...
:D
Dean I thought you would have also wanted a Kia engine as well:D.Quote:
Originally Posted by DeanoH
Assuming the need to comply with modern emissions laws...
Engine:
Isuzu 4HK1-TCN
Gearbox:Quote:
Type:
4 cylinder 16 valve SOHC
Displacement:
5,193 cc
Compression ratio:
17.5:1
Bore x Stroke:
115 mm x 125 mm
Max power
118 kW (158 HP) @ 2,600 RPM
Max torque
434 Nm (320 lb.ft) @ 1,600 - 2,600 RPM
Induction system:
Electronically controlled variable nozzle turbocharger
with air-to-air intercooler.
Isuzu 6-speed manual (6:1 first gear).
T-case:
Atlas (if permitted), otherwise Unimog.
Axles and wheels
U405 or similar portal axles with integral diff locks. Largest optional tyre size for this axle (~40").
Chassis, Suspension and Body
Land Rover Llama prototype, however in dual cab form with a galvanised chassis and firestone air springs instead of coils.
http://upload.wikimedia.org/wikipedi...RoverLlama.JPG
Need bloody good engine mounts and chassis to keep a long stroke 5.2 litre four cylinder under control!
Starting with the drive train, but then no particular order.
4 cylinder diesel with 3 to 3.2 litre displacement. I have a strong suspicion JLR and Tata will design their own, which they are quite capable off doing well if the penny pinchers are kept on a leash.
A nice 6 speed gearbox, and auto option for those that way inclined.
Upgraded rover solid axles. They need to fix the flaws to make them more robust. Don't need no P38 defective design inside.
- Larger tooth size for the pinion and crown wheel, as per Ashcroft.
- Four pinion torque biasing diff with a stiffer housing to support the crown wheel and larger carrier bearings so that:
- 33 spline half shafts will fit through.
- Rear locker of the same style used in Volvo 303 axles - simple, cheap, robust and reliable. With traction control and the torque biasing diff, it would not have a lot of use but well worth the small expense in some situations.
- Landcruiser 80/100 series cv's.
Longer coil springs with more bump travel, but same ride height.
Landcruiser 80 series bump stops inside the coils.
Nissan Patrol GU bushes in axle end of radius arms and Landcruiser 105 series bushes at chassis end.
Nissan Patrol GU bushes in trailing arms.
Nissan Patrol GU ends for panhard, drag link and track rod.
Body manufactured by modern methods to modern standards. Functional for utilitarian load carrying, e.g. boxy load space for efficient storage, easy to clean and maintain. Style that captures the iconic series, defender looks.
Door locks inside the door seals, not outside where they collect dust and cease to operate properly.
Trim that lifts off after simple removal of a few obvious screws. So the trim and retaining clips aren't broken whenever the trim is removed to access locks and window winders, etc.
Rust proofing.
Decent capacity fuel tanks, 100 litre primary, 60 or so litre auxiliary.
Good seating, ergonomics, and vision, for the command station. Also for passengers. Not a glass house that absorbs excessive sun/heat in summer.
Good heating and ventilation.
That's one thing no manufacturer has even considered putting in as a factory fitted item that serious 4wders would use. Great if it was molded and hidden within the vehicle structure neatly.Quote:
Originally Posted by isuzutoo-eh
My 95 Classic of $95k RRP has el-cheapo interior plastics (and leather seats) that would'nt match my '80's Chrysler or my earlier vintage Crown or my (deceased) Mazda 626 which lived its entire working life parked in the sun.
Decently designed and properly manufactured interior plastics/leather of ... just about any quality as it would be above LR's cheap and nasty stuff.
Ditto the ease and sensibility of fixings - screws etc instead of push-fit abominations.
A decent recovery point like a snatch strap on a diesel locomotive like the Ghan.:D