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  #621  
Old January 3rd, 2015, 10:50 PM
nmarkiw
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Nicholas Markiw
1994 NAS D90 LS 5.3L
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Quote:
Originally Posted by mattarm View Post
Nick,
Any reason I could not modify and use my stock GM transmission cooler lines? My thought would be to use existing routing and then connect to cooler using flex lines. Looks like it should clear front drive shaft but wanted to see if there was anything you found that might cause me to reconsider.
Matt,

I looked at doing that but found out the driveline will eventually hit the lines on the right side.
So I went the other route.
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  #622  
Old January 4th, 2015, 01:37 AM
UL1700
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James
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Quote:
Originally Posted by nmarkiw View Post
Matt,

I looked at doing that but found out the driveline will eventually hit the lines on the right side.
So I went the other route.


Humm that's the road I have been heading down! I wonder if the Ozzy car lines are a little different as they don't look that close
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  #623  
Old January 6th, 2015, 02:42 PM
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Pete Ricci
1965 Series 109 V8 Automatic
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Quote:
Originally Posted by RamblerRob View Post
Coming late to the party here but I just had to ask this question on an 'outside chance' things might go my way.

I'm in the planning stages of a rebuild of my 1967 109 nada. The engine has already been swapped out and a lot of the current body panels are pilfered from other trucks so I'm not worrying about originality. I'm getting a new chassis built regardless. I 'was' planning to have it built with coil springs to suit a 300 tdi drivetrain but I have the option of any land rover parts at no extra cost. I was briefly considering doing a complete discovery v8 drivetrain but I'm not crazy about that engine. As part of the coil/disc brake/ PS conversion I'll be running with disco axles/wheels/ steering.

so the Question: Is there any way to set up the chassis to fit this conversion and retain the series front body work (i could handle moving the headlights to the wings if it made the difference)

If this helps, this is my 109 with a 3.9, I was able to keep the radiator support in posistion, in phase two I am considering the GEM4 instead of a diesel so I expect it to fit just fine while keeping the headlights. Oh and the chassi is a 95 discovery stretched.

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  #624  
Old January 6th, 2015, 03:34 PM
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Adam
1972 SIII
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Do you have the rest of it built yet? Curious how your clearance is around the engine at the bulkhead. It's relatively far back so I would imagine you had to narrow at least one of the footwells... the LS mounted in the same spot would be even wider.
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  #625  
Old January 6th, 2015, 04:13 PM
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Charles Galpin
'94 D90 ST, '63 SeriesIIA
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I'm curious to see how the bulkhead bolts up to a disco frame. Maybe start a build thread so we don't hijack this one?
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  #626  
Old January 7th, 2015, 07:37 AM
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Pete Ricci
1965 Series 109 V8 Automatic
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Sorry don't want to hijack just tryimg to respond to "Rambler Rods" post I plan to start a Build thread in February after paint is complete

But to answer the bulkhead clearance question attached is a photo. the interior tunnel was built by a PO when the installed a ZF. I was done ok so I choose to leave it. We had to rebuild the underseat storage boxes as they had been removed.

Bulkhead is bolted and welded this was due to the bottom attached points of the bulkhead falling off when we removed it and I couldn't find a clean bulkhead for a reasonable cost details later. A compromise that I had to make for a number of reasons
More in seperate post

I think the GM 4 and six speed would be a nice fit, even though I prefer a diesel
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  #627  
Old January 7th, 2015, 09:24 AM
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john
97 D90 ST / 1957 S1 109/ 1983 LS110
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killer deal on teflon braided hose for anyone looking for fuel lines.

http://www.ebay.com/itm/2-NEW-FILTRA...3D381108533435
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  #628  
Old January 7th, 2015, 09:34 AM
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Charles Galpin
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Quote:
Originally Posted by BigWalker View Post
Sorry don't want to hijack
No no, I meant me hijacking. But please don't wait to start a build thread!
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  #629  
Old January 8th, 2015, 03:44 PM
nmarkiw
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Nicholas Markiw
1994 NAS D90 LS 5.3L
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Lhd rrc

It has come to my attention on the RRC, LHD, with air suspension there is and interference issue. The left, outboard shock tower will hit the GM power steering pump.

You have two options. Convert to coils and move the shocks inboard (inside the coil spring). Or someone can send me a shock tower so I can build one that doesn't interfere with the power steering pump.
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  #630  
Old January 8th, 2015, 09:31 PM
nmarkiw
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Nicholas Markiw
1994 NAS D90 LS 5.3L
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Discovery 1/RRC Radiator

Just got the D1/RRC radiator finished. This one uses 12" fans.
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  #631  
Old January 10th, 2015, 10:14 PM
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Charles Galpin
'94 D90 ST, '63 SeriesIIA
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What's your timeframe? I am sure some of our RRC hoarders here have one, but if not, I could send you one in about a month (I'm taking it to galvy later this month so can't send it right now). Just need it back in a couple of months.

Quote:
Originally Posted by nmarkiw View Post
Or someone can send me a shock tower so I can build one that doesn't interfere with the power steering pump.
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  #632  
Old January 12th, 2015, 01:50 AM
reconrover
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Pat G
97 and 2002 Disco's
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6.2L on the wayyyyyy

Purchased a used complete 2013 6.2L 6L80E 4wd from gas huffer. I have the adapter kit sitting at SWR Automotive in Albuquerque, along with the majority of the items from the BOM list. Probably like most, I ran into the issue of Rover-Tracks not being on line anymore, but I already have their exhaust system in the Discovery 1. Fingers crossed I don't need any of the items from the list.

I went with the ceramic coated exhaust manifolds, instead of plain...don't like rust. I wanted to get an upgraded/updated intake. Very few available on the market. The one from FAST, and another new one from MSD...both have received less than favorable reviews. Apparently they are great if you have a modified engine that needs the air volume, but for a stock motor, you can very little for the $900 manifold, and $350 105mm throttle body.

I may get an upgraded four core brass radiator, but will wait until the engine is in, and I can get true clearance measurements. Can't wait till the motor arrives!!!! Rob Dassler will be doing the work, and it's going to be a Beta for several others that are waiting in line for this update/upgrade. http://www.swrautomotive.net

Here are some pics of the desert beast it's going into:


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  #633  
Old January 12th, 2015, 01:54 AM
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David Frank
1995 ST #2615
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Whoa! That's going to be some true mad max $h!t right there! Nice project! Enjoying the read!
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  #634  
Old January 12th, 2015, 02:13 PM
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Matt
1993 D110
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Stock Trans Cooler Lines

Definitely does not look like enough clearance for stock lines and prop shaft.
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  #635  
Old January 12th, 2015, 09:30 PM
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john
97 D90 ST / 1957 S1 109/ 1983 LS110
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CONVERSION COMPLETE!! Off to the exhaust shop tomorrow..
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  #636  
Old January 12th, 2015, 10:28 PM
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Adam
1972 SIII
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John are you bringing this one to the Winter Romp by chance? After my troubles with the 200Tdi I am thinking of bailing on the diesel train and going Gen IV.
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  #637  
Old January 12th, 2015, 11:05 PM
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phoenix37
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john
97 D90 ST / 1957 S1 109/ 1983 LS110
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Quote:
Originally Posted by transientmechanic View Post
John are you bringing this one to the Winter Romp by chance? After my troubles with the 200Tdi I am thinking of bailing on the diesel train and going Gen IV.
Adam I won't be bringing the truck to romp but happy to tell you about the swap while we are there.
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  #638  
Old January 13th, 2015, 01:35 PM
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TMWTP
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Jon
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I was doing some gear ratio calculations for my upcoming swap. Aerodynamics aside, the theoretical top speed of the 6.2L Camaro engine and trans with 33" tires is 176 mph if you keep the 1.41 high range. If you switch to 1.22, it's 204.

Seriously though, I built a spreadsheet to figure out final drive ratios and whatnot. My Camaro donor vehicle has a first gear overall ratio of 13:1. 1.22 high range gives a 1st gear ratio of 17:1, 1.41 high range is 20:1 in 1st.

Factoring in the 33's in 6th gear, 1.41 high range should turn about 2000 rpm @ 60 mph, and 2600 @ 75. 1.22 high range turns 2000 rpm @ 68, with 2200 @ 75. By contrast, the camaro is 2000 rpm @ 70...pretty darn close to the 1.22/33" combo (3.54 stock diff gears). It's even closer for 35's.

I'll probably stick with the 1.41 simply because I'm in CO. Lacking O2, and climbing big hills takes more rpm. Plus, the camaro is tuned for premium, a new tune for mid-grade will drop the power and torque a little. For you flat-landers though, you might consider switching to the 1.22 for better cruising.

Low range 1st gear crawl ratio is 42.26:1. By comparison, my crawler running a LQ4 6.0L, TH400, 3.4 Atlas, 5.13 gears and 42" tires is 43.26:1 and does just fine.
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  #639  
Old January 13th, 2015, 01:58 PM
nmarkiw
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Nicholas Markiw
1994 NAS D90 LS 5.3L
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I'm running 1.003:1 LT230, 4.11 gears and 35" tires. The only way you will get any mileage out of these LS engines is to keep the RPMs down at highway speeds. It has plenty of torque. Plus you want an overdrive gear on the highway not a business gear.

With this setup I have plenty of power. On the highway it was in 5th and 6th. 6th on the straights, 5th uphill, 4th to pass. And this is a 5.3L not a 6.2L.

Just my two cents. You should consider the highway cruising speeds/RPMs not top speed. First gear is plenty low enough. Interesting calcs though. Don't really want to take my D90 more than 100MPH. Except if I have to humiliate a J**p. (very gratifying)

My Silverado has a 6.0L (LY6), 6L90e, 3.73 gears (Eaton 14-bolt w/locker), and 31" tires. Of course the transfer case is 1:1. It can tow 11,000 lbs. I can tow a D90 on my BigTex trailer uphill at 65MPH without breaking a sweet. Plug those numbers into your spread sheet and see how they compare. This definitely is an issue that you must work out for your conversion. Most cases you will have to jump up a ratio in the LT230.

Quote:
Originally Posted by TMWTP View Post
I was doing some gear ratio calculations for my upcoming swap. Aerodynamics aside, the theoretical top speed of the 6.2L Camaro engine and trans with 33" tires is 176 mph if you keep the 1.41 high range. If you switch to 1.22, it's 204.

Seriously though, I built a spreadsheet to figure out final drive ratios and whatnot. My Camaro donor vehicle has a first gear overall ratio of 13:1. 1.22 high range gives a 1st gear ratio of 17:1, 1.41 high range is 20:1 in 1st.

Factoring in the 33's in 6th gear, 1.41 high range should turn about 2000 rpm @ 60 mph, and 2600 @ 75. 1.22 high range turns 2000 rpm @ 68, with 2200 @ 75. By contrast, the camaro is 2000 rpm @ 70...pretty darn close to the 1.22/33" combo (3.54 stock diff gears). It's even closer for 35's.

I'll probably stick with the 1.41 simply because I'm in CO. Lacking O2, and climbing big hills takes more rpm. Plus, the camaro is tuned for premium, a new tune for mid-grade will drop the power and torque a little. For you flat-landers though, you might consider switching to the 1.22 for better cruising.

Low range 1st gear crawl ratio is 42.26:1. By comparison, my crawler running a LQ4 6.0L, TH400, 3.4 Atlas, 5.13 gears and 42" tires is 43.26:1 and does just fine.
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  #640  
Old January 13th, 2015, 04:21 PM
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Jon
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Top speed wasn't my concern at all. Just popped up when I ran the calcs. Made me laugh. No way in heck I'm taking a 110 over 100 mph.

Your 6th gear overall drive is 2.75, turning 35's. About the same as running the 1.22 high range with 3.54 diffs (2.88), but with taller tires. Hmm. By changing to 1.003, with 33's, and 3.54 diffs, 6th gear is over 80 mph at 2000 rpm.

The good news is I'll have a 110 and D1 tcase to choose from. Still up in the air on what size tires I'm going to run. If I do decide on 35's, pretty sure I'll go with the 1.22. That would be 2100 rpm at 75, which is the highest limit in CO anyway, but I should be in the power band enough that the steeper climbs up Floyd Hill, Eisenhower, and Vail Pass won't be lugging the motor.

I'm glad you spoke up though. The numbers feel pretty meaningless without some first-hand experience driving it.
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