Aluminium is cheap and easy to recycle. (however that won't reduce the adaptor cost ...)Quote:
Originally Posted by Dougal
Anyone have a ballpark $$$ figure?
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Aluminium is cheap and easy to recycle. (however that won't reduce the adaptor cost ...)Quote:
Originally Posted by Dougal
Anyone have a ballpark $$$ figure?
Cheap compared to what? Free machining aluminium can be $25/kg. Machining a lot of anything is extremely expensive. Divide the volume removed by the MMR (material removal rate) and you'll get time cutting. Factor in machine charge out and multiple set-ups.Quote:
Originally Posted by isuzurover
Cost stacks up extremely quick. The only economic way to make parts like this is fabricated or cast and then finish machined.
CNC company 2 days to machine the casing. Shaft is made by axle manufacturer. Approx $3k including transfer case linkage but no gearbox linkage. Outcast were hoping for a few orders to bring price down (hence my mention earlier in this thread). I believe pricing is slightly more than Sheldons setup which did included gearbox linkages(?).
If I understand Greg at Outcast they are trying to source reliable supply of cable gearbox linkage. Also considering supply of chassis engine mounts to make the conversion as fuss free as possible.
Outcast examined another suppliers adaptor kit, installed on one of their customers rigs. The welds on the casing had cracked. The adaptor shaft splines were badly worn. The transfer case input gear was surprisingly ok. Hence decision to cut case from solid and put more effort into heat treatment of shaft.
My order is complete and just waiting on final invoice to include freight to Darwin.
I'm converting a 82 RRClassic. Currently gutting vehicle of seats, doors, bonnet etc to allow lifting of body off chassis. Found one bullet, number of 5 cent pieces (probably worth something back then). Did you know each front seat with base weights over 33kg?! Including the iron-age back seat there's probably 90-100kg in seating alone. And then there's the heavy rear tailgate and front bonnet. Plenty of scope for reducing weight.
As nice as it is, that is too much... If it was $3k for adapter, T/C linkage and gearbox linkage I would at least consider it. That way it's a complete kit.Quote:
Originally Posted by workingonit
Body swap onto Perentie is looking better and better.
You could probably double that cost if done in alloy steel as first mentioned: Looks nice tho
AM
I paid a lot less than that from Sheldon, a pity he has gone walkabout::(, I think mine was about $4k tops, that was adapter, shaft, shifter, big Turbo clutch, gearbox (s/hand), spigot, bearings, etc...such a shame, and as I've said to others, he was really good to deal with
Yes, it is more expensive. But if I take the $3k plus $500 I paid for the msa box, that leaves me $500 to spend before getting to $4k. My box came with clutch. So I will spend $500 on gearbox linkage (if I don't make it myself). So I also come to about $4k with pretty much everything I need as far as transmission is concerned.
I waited for Sheldon - even got to speak to him - but there is a point where you need to move on. And I'm sure he has given everyone great service in the past.
Cost is higher via Outcast, but I think by all accounts the product will be superior, so you pay a bit more - and for this it may in hindsight prove better that Sheldon is busy elsewhere (although its a pity he owes someone $2k).
Swings and roundabouts - the vehicle cost me $200 and probably nothing if I sell the v8 engine :)
I'd be interested to hear how the Sheldon units have held up for everyone and how they are used ie touring, competition, work vehicle. I believe I am aware of two cases now where case welds may have failed on adaptor cases - maybe Sheldon units - maybe early models?
As Dougal suggests, cast is probably the most cost effective, although I'm not familiar with material strengths of cast vs billet aluminium.
Would the running gear (engine, gearbox and transfer) from the ex army 110's fit into a 200/300tdi or even td5 chassis.
or does that take a lot of work?
just the options mentioned seem to be fitting a newer body onto a wrecked perentie which could well have chassis damage or a 4bd1 fitted to a defender along with the isuzu msa gearbox
No, there's no reason why that can't be done - physically. In theory it should be very easy indeed - take engine, gearbox and gearbox crossmember and trans tunnel off the Perentie and put it into the Defer. The reason why I didn't include it as an option is that it would have to be engineered (if it could be engineered), and if I was going to have to go down that route I'd rather go the whole hog (4bd1T and MSA). If all I wanted is 4BD1 and LT95, a body swap would be much easier and easier to engineer.Quote:
Originally Posted by Benz
Cast is the most cost effective once you've covered the cost of the moulds and cast parts still need finish machining. CNC Machining to the extent shown is only cost effective for prototyping or one-off jobs and even then rarely.Quote:
Originally Posted by workingonit
It's like someone wanted to show off their CAD/CAM skills with no regard to cost or practicality.
For small runs the best way is fabricated steel then finish machined. Like Grubb tried, but obviously better.
Material strength isn't the problem. Any common metal has sufficient strength for a housing like this when designed correctly.