Who is getting confused by all the MSA/LT230 conversion threads?

[Lotz-A-Landies]

I think I like Keith's idea for a couple of reasons. First up, I have a spare LT95 kicking about and even if I don't want to cut this one up, finding another is cheap and easy. Also, Keith has field tested it for quite some time now in a vehicle that weighs well over twice what mine does, and then tows with it. If he hasn't broken anything, then I'm sure as **** not going to. Reliability is the main thing I'm looking for. This conversion also seems to be more straight forward - I could be wrong here, and it could just be Keith making it look straightforward.

The 0.996 ratio works with what I'm planning, so no issues there either.

How many KM have you done in it now Keith since the conversion?

Cheers - Gav.

Gav

The problem I have with the LT95 0.996:1 ratio is when you put a 5 speed or 6 speed overdrive box in front of it. IMHO it is too high for big tyres.

But now we find that there is the RFSV ratio with the tapered roller transfer I may think again.

[Lotz-A-Landies]

Not as many as we would have wished
A bit over 20,000 since the MSA was put in.
Here is a pic of the left over splined set.

Hi Keith

Can you tell me what I'm looking at? (what's it from (MSA or LT95), what is the collar at the base of the spline?)

Diana

[123rover50]

Hi Keith

Can you tell me what I'm looking at? (what's it from (MSA or LT95), what is the collar at the base of the spline?)

Diana

Neither.
Its whats left over from a male and female spline set I bought.
The other part of the female "collar" was welded to a flange that bolted to the MSA output flange.
The male part was drilled out and keyed to the mainshaft in the LT95 Tbox.
There are pics in that linked thread. I was just showing what size they were.
The hard bit was getting the oilways milled in the front plate of the adapter housing to match up with the rear plate of the MSA that is removed.

Keith

[Homestar]

Gav

The problem I have with the LT95 0.996:1 ratio is when you put a 5 speed or 6 speed overdrive box in front of it. IMHO it is too high for big tyres.

But now we find that there is the RFSV ratio with the tapered roller transfer I may think again.

Agree that would be the case with what most want it for, but the 101 runs 5.4 diffs, so the .996 ratio works if I have an overdriven 5th gear of .776 I work it out (if I'm right) that the engine would end to be doing about 2,500 RPM for 100KPH with 35" rubber on it. The 4BD1 should be happy enough there.

Again, that's if I've worked out my numbers properly...

[Vern]

Or .728 would be even better

[Homestar]

True, which box is more common? The .776 or the .728?

[Vern]

.776, the msa5g. I'd really like to get my hands on a 5r though for my car

[Corgie Carrier]

What about a six speed, Vern, aren't they a double overdrive?

That would give you the normal four gears plus overdrives and the Isuzu should have enough grunt to push your rangie along with those ratios.

[Homestar]

What about a six speed, Vern, aren't they a double overdrive?

That would give you the normal four gears plus overdrives and the Isuzu should have enough grunt to push your rangie along with those ratios.

Unfortunately not. 5th is 1:1 and 6th is the overdrive.

[Lotz-A-Landies]

Hi Gavin

You could always change your Sals to 4.7:1 although you'd then go to smaller dia halfshafts with all the consequences that would cause.

On the general thread, wouldn't it be nice if everyone's needs were the same.

Vern isn't carrying much weight so doesn't need the crawler gears, you have the 36" tyres of the 101 while I have the additional stress of an extra axle and more weight of a 6X6.

Makes for interesting discussion

Diana