rocky
NAS-ROW Addict
Tripped over this very recent and informative article: http://m.4wdmechanix.com/?url=http:...ngine-conversion-for-jeep/&utm_referrer=#2896
Cummins Repower ISF 2.8 for Defenders
- Thread starter Overlander
- Start date
So, would people be running R380s and LT230s with these?
The_Vermonster
Well-known member
Looks like the only planned "Land Rover" is the 90 grafted onto the Jeep frame. Seems like a cop-out for Cummins. "Look it fits Land Rover, as long as you use Jeep parts for everything it touches."
MountainD
Technical Excellence Contributor
You can, in theory, use the R380 as long as we get someone (such as advance adapters) to make the bell housing mounting plate conversion for the R380. I have no issue using the AX-15 tranny and the conversion plate for the LT230. The AX-15, particularly the RSGear version, seems to be made great, nice reviews, and handles 350 ft-lbs of torque which is more than the R380 and probably in line with what we will need once we tweak the cummins which you know will happen. Sure would be cheaper to do the plate though, and I am running a very fine ashcroft R380 right now so it would still appeal...
NV to lt230 is what we are looking @. That adapter readily available.
Just need to see if any of the rover floor/tunnel versions will work with that trans
Just need to see if any of the rover floor/tunnel versions will work with that trans
Ok, so I'm not too versed on conversions so can you help me understand the mechanics of these conversions? How does the engine's output shaft/splines mate with the transmission's clutch? Do you have to modify the shaft or is there some kind of adapter? Or is there some kind of universal standard?
Roverman2010
Well-known member
There is no engine shaft, it's the clutch plate that mates to the gearbox input shaft. The clutch cover is bolted to the flywheel in which the clutch plate joins them both.
MountainD
Technical Excellence Contributor
The NV and the AX have the same output bolt pattern. The adapter is the exact same one. So if you are looking at the NV3550 and the upgraded AX15, you might well reconsider the AX15 as from what I have seen, it is stronger and smoother (again, from what I have been told). More after market parts, made by Aisin so basically all Japanese (toyota) internals. Please correct me if I am wrong (i am not well versed in the Jeep stuff) but that is what I have researched.
Yep. The NV 3550 was only used a couple of years and the Aisin is the successor/ more readily available. Since the adapters for these to the 2.8 and then to the lt230 are already on the market it makes the decision easy.
Does the shift linkage mate up? Can you retain the stock shifters?
rocky
NAS-ROW Addict
That's going to be one of these details that will have to be sweated out when the entire drivetrain is assembled.
Been wondering if a custom transmission tunnel will be required. We shall see.
Landy_Andy
Well-known member
MountainD
Technical Excellence Contributor
Big question, I agree. The current R380 w/bellhousing is ~26 inches but the shifter is located about 2/3'ds of the way towards back of transmission. The AX15 w/bellhousing is ~24" but the shifter is located at the rear. Accounting for the adapter plate, with the engine in same position, I have the AX shifter about 2" back from the current position. So there will be some positioning coming into the equation. But the LT230, after the adapter plate, will be several inches back too--so there will be a need of some custom linkage. I am trying to get all the spec's on the exact lengths of everything (including the engine) so I can start fab'ing my transfercase shifter/linkage. Still a bit to figure out and hard without an engine in hand...
Landy_Andy
Well-known member
Nice Jeep conversion here : http://www.pirate4x4.com/forum/jeep...3-axis-industries-usa-cummins-r2-8-el-tj.html
rocky
NAS-ROW Addict
What's good about that one is the use of the 4l60 box. We already have that one adapted to the Lt230
Episode 9 of Extreme Offroad shows the 2.8 ISF getting assembled from short block for the D90 project. Some interesting things to see in that assembly. Most notable to me was the lack of timing belt. All gear driven and of course, no timing due to ECU controlling IP.
Me likey...me likey alot
http://www.powernationtv.com/episode/XO2017-05/land-rover-defender
Me likey...me likey alot
http://www.powernationtv.com/episode/XO2017-05/land-rover-defender
Landy_Andy
Well-known member
Did you notice that the engine had been built & then disassembled for the shoot. It was already lacquered, wonder if they actually used it or just gave him another as the hand torqued bolts would not be up to the same tolerances as the machine done ones ?
this engine is iron block AND iron head. It's in an entirely different leak of forgiveness and durability.
