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All the diffs are 3.54:1 in coil sprung disco, RR & defenders except that is the disco 2.Hope this helps!!
Wow, i have a disco 200tdi engine in my defender and that'll do 80 on the motorway with the pump turned up so i'd say something is definatly not right a standard TD5 you sit at 70mph a piece of ****!
Diffs are 3.54 unless they have been changed, only way to check is pull them. As Dave A. says the T-Box is 1.4:1 unless thats been changed.
Quote from: "smo"Diffs are 3.54 unless they have been changed, only way to check is pull them*. As Dave A. says the T-Box is 1.4:1 unless thats been changed.OK then, if we assume that the diffs are 3.54, and the t-box is a 1.4, and knowing that the truck pulls well up to 60mph**.........what can be causing my lack of top end ? - could the ECU have been 'played' with to restrict top speed ?
Diffs are 3.54 unless they have been changed, only way to check is pull them*. As Dave A. says the T-Box is 1.4:1 unless thats been changed.
I have a cunning plan :(scared): What if you remove the front propshaft from the transphere case, apply the handbrake, stick the gearbox in 4th (1:1 ratio) and whalst someone else counts the number of turns on the front output of the transphere case, you turn the the engine over manually for a number of turns. The more turns you can bear to do this for the more accurate the result will be provided neither of you lose count. Marking both crankssft pully and transphere case output with a bit of paint would make it easier.Knowing the number of turns of the of the engine (ecentially the number of turns of the transphere case input) for a number of turns of the transphere case output you can work out the ratio of the transphere case.Because of the action of the diff and the lock rear output the number of turns of the front output would bave to be halved to get an accurate figure or altenitively chock the wheels, disconnect both propshafts from the transphere case and engaged the difflock. But this would mean more work.
Quote from: "clbarclay"I have a cunning plan :(scared): What if you remove the front propshaft from the transphere case, apply the handbrake, stick the gearbox in 4th (1:1 ratio) and whalst someone else counts the number of turns on the front output of the transphere case, you turn the the engine over manually for a number of turns. The more turns you can bear to do this for the more accurate the result will be provided neither of you lose count. Marking both crankssft pully and transphere case output with a bit of paint would make it easier.Knowing the number of turns of the of the engine (ecentially the number of turns of the transphere case input) for a number of turns of the transphere case output you can work out the ratio of the transphere case.Because of the action of the diff and the lock rear output the number of turns of the front output would bave to be halved to get an accurate figure or altenitively chock the wheels, disconnect both propshafts from the transphere case and engaged the difflock. But this would mean more work.To check diff ratios - jack up one rear wheel and turn rear prop by hand, counting number of revolutions of the diff flange to acheive 2 (cos of open diff) revs at the wheel - much easier, don't even need a spanner for that.
Quote from: "sptb"Quote from: "clbarclay"I have a cunning plan :(scared): What if you remove the front propshaft from the transphere case, apply the handbrake, stick the gearbox in 4th (1:1 ratio) and whalst someone else counts the number of turns on the front output of the transphere case, you turn the the engine over manually for a number of turns. The more turns you can bear to do this for the more accurate the result will be provided neither of you lose count. Marking both crankssft pully and transphere case output with a bit of paint would make it easier.Knowing the number of turns of the of the engine (ecentially the number of turns of the transphere case input) for a number of turns of the transphere case output you can work out the ratio of the transphere case.Because of the action of the diff and the lock rear output the number of turns of the front output would bave to be halved to get an accurate figure or altenitively chock the wheels, disconnect both propshafts from the transphere case and engaged the difflock. But this would mean more work.To check diff ratios - jack up one rear wheel and turn rear prop by hand, counting number of revolutions of the diff flange to acheive 2 (cos of open diff) revs at the wheel - much easier, don't even need a spanner for that.that would give in-accurate results friction between bearings and hub, break pads against disceverything has to be free so no friction to variate resultsbest way is to only have the h/s in and count the no of turns on that you have checked wheel balance aint you ? cant see it bein but our old 200 disco wouldnt do anything above 55 turned out be the wheels bein so off balance and no the steeringwheel didnt wobble
](*,) ](*,) ](*,) afink av worked to many hours today :oops: even so, can see it being gear ratio's some how :?
Dave Ashcroft reckons that I should stick with the standard t-box (1.410) rather than swapping to a Disco ratio (1.222) as with my 265/75 MT's it might gear it too high !
He might be right, but then again i did it on my old TD5 110 and it worked a treat, but then i did chip and intercooler it too :D
that would give in-accurate results friction between bearings and hub, break pads against disceverything has to be free so no friction to variate results
that would give in-accurate results friction between bearings and hub, break pads against disc
In the middle of all this, we are assuming the CLUTCH ISNT SLIPPING......Id guess either a rock crawling nutter was the previous owner and fitted 4.75:1 diffs, and a low ratio transfer gear set, or maybe....just maybe....the clutch is <edit> not very happy </edit>?
