Ecoboost in a Disco 1

[DiscoClay]

Of course it isn't. It is rated at least that much times the first gear ratio (~2.5).

That's adjusted for engine output. I read that somewhere.. i will look for the link!
I'm pretty sure first gear on my R380 is ~3.69:1 ...so that makes 232lbft * 3.69 * 3.32:1 (low range) * 3.54 = ~10,000lb/ft torque... a smidge above 300

On a related note, have any of you used the ashcroft limited slip center diff? (https://ashcroft-transmissions.co.uk/product/ashcroft-lt230-atb-diff/). That said, you can order a brand new Ashcroft LT230 with 300M intermediate shaft, 300M output shaft, deep sump, and the LD center (diff-lock still works) for ~$2500 all in. THAT is tempting

I'm playing with the new grok3, so I asked it what it thought, here is what it spit out (your results *will* vary):

Further Digging on Torque Ratings (Converted)​

R380 Torque Rating (NAS V8)​

• Revised Estimate: ~380 Nm = 380 × 0.737562 = 280 lb-ft crank input capacity.
• Support:
  • Ashcroft: Suggests stock capacity near 400 Nm (295 lb-ft) before upgrades. Ashcroft - R380.
  • Syncro Gearboxes: Rates it at 380 Nm (280 lb-ft). Syncro Gearboxes - R380.
  • Matches 3.9L V8’s 315 Nm (232 lb-ft) with margin.

LT230 Torque Rating (NAS V8)​

• Revised Estimate:
  • Continuous: ~550 Nm = 550 × 0.737562 = 406 lb-ft crank input capacity.
  • Transient Peaks: ~1,200 Nm = 1,200 × 0.737562 = 885 lb-ft at the input.
• Support:
  • Ashcroft: Implies ~500-600 Nm (369-443 lb-ft) stock limit. Ashcroft - LT230.
  • Land Rover FAQ: ~400-450 lb-ft (542-610 Nm). Land Rover FAQ.
  • Pirate 4x4: Survives ~1,750 Nm (1,290 lb-ft) R380 output in swaps. Pirate 4x4.

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Summary in Both Units​

• Engine: 315 Nm (232 lb-ft).
• R380 Capacity: ~380 Nm (280 lb-ft).
  • 1st Gear Output: 1,163 Nm (858 lb-ft), with loss: 1,105 Nm (815 lb-ft).
  • 5th Gear Output: 231 Nm (170 lb-ft), with loss: 219 Nm (162 lb-ft).
• LT230 Capacity: ~550 Nm (406 lb-ft) continuous, ~1,200 Nm (885 lb-ft) peak.
  • 1st Low Output: 3,668 Nm (2,706 lb-ft), with loss: 3,485 Nm (2,570 lb-ft).
  • 5th High Output: 265 Nm (196 lb-ft), with loss: 252 Nm (186 lb-ft).
• Wheel Torque:
  • 1st Low: 12,336 Nm (9,098 lb-ft), with loss: 11,719 Nm (8,645 lb-ft).
  • 5th High: 892 Nm (658 lb-ft), with loss: 848 Nm (625 lb-ft).

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This covers the torque flow and ratings in both Nm and lb-ft, keeping the NAS D1’s drivetrain in focus. Let me know if you’d like a per-gear breakdown or more source hunting!​

 

[DiscoClay]

Yes, an LT230 may be a whiny bitch - but it may be not, as well.

Funny, I don't mind the wine (straight cut is your friend) but I hate slop.

That said, I see ashcroft modifies the housing to address some of the wine (and leakage), have any of you tried that? It might be a good upgrade for this ecoboost conversion:

The hole that supports the head of the intermediate pin in the LT230 casing is prone to wearing, and the pin elongates the hole so that it is out of round.​

​

This can lead to a transfer case whine, and an oil leak.​

​

Using our CNC lathe, we turn a stepped bush from EN24T steel. We mount the casing in our CNC mill, and machine an oversized hole on the correct centre and press the steel bush into the housing.​

​

This will now have a longer life than the original housing, as the pin is now supported in the steel bush.​

( https://ashcroft-transmissions.co.uk/product/lt230-sleeved-casing/ )​

 

[Av8or]

This problem solved. Onto the next. My mini CNC mill always comes in handy .

 

[p m]

That said, I see ashcroft modifies the housing to address some of the wine (and leakage), have any of you tried that?

Ashcroft may have started doing that recently, most likely, to address customer complaints of leaks through the worn-out intermediate shaft holes. I have two Ashcroft rebuilds, both weeped ever so slightly through the front opening. My friend had an Ashcroft rebuild in his ROW 110, which leaked like a sieve from the same spot.

 

[ERover82]

Ashcroft may have started doing that recently, most likely, to address customer complaints of leaks through the worn-out intermediate shaft holes. I have two Ashcroft rebuilds, both weeped ever so slightly through the front opening. My friend had an Ashcroft rebuild in his ROW 110, which leaked like a sieve from the same spot.

They've been doing it for years actually. It's a very effective solution on a common issue. However, main casings (even leaky ones) have become more difficult to find, so they now also manufacture their own.

 

[rover rob]

heres one in a defender i seen at VT rovers weenie roast

 

[DiscoClay]

They've been doing it for years actually. It's a very effective solution on a common issue. However, main casings (even leaky ones) have become more difficult to find, so they now also manufacture their own.

A similar mod helps solve power-steering box leaks: a friend of mine used to take the top plate (which is home to the upper "bushing" pocket for the sector shaft) and machine an oversized pocket and then press in a bronze bushing. He then replaces the stock lower seal with a very high pressure hydraulic cylinder seal; same for the steering input shaft seal. ... they never leak or wear out (effectively) after that. Obviously this does not apply to the internals.

 

[Av8or]

Transfer case is on. I now need to machine a 3/4" standoff adapter to get the shifter linkage to mate up nice and stop levitating. THEN I can get the Tcase mounted in the rover. Always 1 step forward, and then 1 more step added.

 

[1of40]

This is a very cool project, and tracks with the recent trend in Defenders. Last summer Rovers magazine did a feature story on engine-swapping Defenders with an Ecoboost - it might be worth reaching out to them or the company building the kit to see if there's any plans to do this to D1s. Excited to see where this goes.

I saw two last week at Winter Romp. One in a 109 and in a RRC.

 

[pineland SD]

I have never seen manual cloth seats with orange piping like that before it suits the truck! Even though there were no G4 D1's I think its a vey unique and cool truck.

 

[Av8or]

I have never seen manual cloth seats with orange piping like that before it suits the truck! Even though there were no G4 D1's I think its a vey unique and cool truck.

When I get closer to the end of the project I should put together a thread or poll to get input on what to do cosmetically

 

[Av8or]

Engine is in!... well mostly. I ran out of time today to finish this up. But since my last post I had to build a couple iterations of adapters to get the shift lever installed for the transfer case. I also had to reconfigure and mess with the linkage for a while due to updated geometry. But after that was done I enlisted my dad to give me a hand lifting the Tcase back into place. After that, I had to do one more adapter plate to go from the old transmission/frame mount to the Tcase adapter.

Since that was successful, I got the engine into the engine bay! Right now the only issue is getting the transmission splines to mate up with the transfer case splines. The alternator is in the way preventing the engine from being centered, and I'm still cautiously optimistic that the alternator will still clear when it's all snugged up in place. but this weekend I will pull it off to get the transmission mated, then hopefully still have enough room to squeeze the alternator back on.

Worst case I'll have to pull the A/C compressor and put the alternator over there.