Thread: LT77, LT85, R380 Which is where?

Originally Posted by andrew e

Ok i know a few of these questions.

Disco 3.9v8 has the R380 and the lt230 up to mid 96 (i think) didn't have a cross drilled input gear, and had a habbit of flogging the splines. (see ebay and buy mine..... (pay up to 1k)

Andy

Not quite true - the Disco Updates with the 3.9 all have the R380 ie all the 3.9s with serpentine belts. However the preupdate Disco also had the 3.9 for about 6 months before the updates came out - these engines had the LT77 and had fan belts not a sepentine belt.

Cheers

Garry

Originally Posted by garrycol

Not quite true - the Disco Updates with the 3.9 all have the R380 ie all the 3.9s with serpentine belts. However the preupdate Disco also had the 3.9 for about 6 months before the updates came out - these engines had the LT77 and had fan belts not a sepentine belt.

Cheers

Garry

That's interesting. What year did the update happen with the D1? I'm presuming prior to this they would have been 3.5l with the LT77?

I am not sure of manufacture dates,but in Australia, Landrover released a new Discovery in about October 1993. In the V8s it went from the 3.5l to 3.9l, and had sway bars on the suspension. 24 spline axles may have started to be introduced at this time - the rest of the car remained pretty well the same as the previous D1s - the most noticeable difference outside was the Orange 3.9 decals on the car. I took possession of a new one of these in Jan 94. I am not sure about the diesels but I think they stayed with the 200tdi but they did have sway bars.

In Jan 1994 a few updates were brought out for trials and were subsequently released in April 1994 with the first cars hitting the showrooms in May 94. My new car was in the first shipment and I took delivery of it 10 May 94, having sold my recently new disco for more than I paid for it new.

This update had all the interior and external updates we know - the engine was the 3.9, now with sepentine belts, the R380 was released, the sway bars were still there, now definitey 24 spline, 300 TDI in the diesel but the orange 3.9 badges for the v8 and the mountain decals were gone.

Garry

Originally Posted by Lotz-A-Landies

... My thoughts were to remove any EFI and run a 3.5 carby manifold (on LPG).

Dana

Diana,

If you are going to run only LPG (not duel fuel), the V8's go much better with the EFI throttle body.

I think it is the early EFI with the hot wire air mass flow sensor that has problems with lpg and backfires. Others will know more about using the later efi system with lpg duel fuel.

Originally Posted by Brian Hjelm

According to Qld. Transport, the engine still has to comply with the ADR's in effect in its model year if fitted to an earlier model vehicle. If you fit an earlier model engine to a vehicle, then the engine has to comply with the ADR's in effect in the vehicles model year.

The LT85 has an excellent spread of ratios and in my opinion really makes the County as a highway or touring vehicle. The little V8 does not worry the LT85 but the 4BD1 bangs them about a bit. For your forward control perhaps an LT85 with the V8 230T transfer case, ratios 1.410:1 and 3.319:1 would be a good combination depending on the diff. ratios. If you are going to keep the low ratio diffs then the diesel transfer case with ratios of 1.003:1 and 3.198:1 would be good.

Brian

Some big statements there.

In relation to the emission controls and ADRs. I thought that as the basic engine was still the Rover V8 as present in the 1970 model Range Rover, I could use the same emission controls that were required in 1970 which I think only included "positive crankcase ventilation" which would be on any pre 1974 Range Rover.

Regarding transfer box: Using the 1.003:1 high ratio even on the 4.7:1 ENV diffs may be a bit too tall for the 9.00 16 tyres (36" to those who only speak muddies) and the weight of the FC.

If I can find a good LT85 and do the modifications as per Maxi-Drive will it last (and therefore not require overhaul.)?

Originally Posted by Bush65

Diana,

If you are going to run only LPG (not duel fuel), the V8's go much better with the EFI throttle body.

I think it is the early EFI with the hot wire air mass flow sensor that has problems with lpg and backfires. Others will know more about using the later efi system with lpg dual fuel.

My intention was dual fuel - 263 litres LPG across 2 tanks and a standard 80 lt petrol tank just in case I wanted to do the Canning Stock Route etc and couldn't find a LPG filling station at "Well 23".

My 1985 carby Range Rover was converted to EFI and now LPG using the later Range Rover plenum and aftermarket Motec programmable ECU and have had no problem with backfiring. That said I have a friend, who is wrecking a SI Disco 4.6 on LPG and he has had ongoing problems with backfiring. Is the black box on the air intake of the RR and SI Discos the "hot wire MAS"? (This black box is not in my system.)

All very interesting.

Diana

Originally Posted by Lotz-A-Landies

Brian

Some big statements there.

In relation to the emission controls and ADRs. I thought that as the basic engine was still the Rover V8 as present in the 1970 model Range Rover, I could use the same emission controls that were required in 1970 which I think only included "positive crankcase ventilation" which would be on any pre 1974 Range Rover.

. Is the black box on the air intake of the RR and SI Discos the "hot wire MAS"? (This black box is not in my system.)


Diana

In regards to the engine swap, it is actually that year or later, that must comply, not the genereic engine itself

The Hot wire MAS/MAF would have been between the air filter and throttle body, cast aluminium with a black square top, yours wouldn't have it as it utilises a MAP sensor instead

OMG.... i'm wrecking a 93 Disco...

3.9 LT77 and LT230T

Saves me breaking it... i'll even throw in the loom and all the bits that hang off it....

FWIW

why not grab the bits individually? instead of searching for them as a total ombo in a wreck?


the 3.5 or 3.9v8 wouldnt be likely to break up the lt85 so go for that its just the torque impusle loading of the suzis at idle that tend to eatemup.

ID probably back Brian in his choices but given the amount of noise your throwing around anyway in an FC the r380 is a bit quieter and you can get that with the lt230Q which is about the same as the 230t but the Q allegedly stands for quiet.