Freelander 1 Freelander 1 IRD drive ratio
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wesley64
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i converted my freelander to a td4 from a v6.i drove for about 300klms and realized that the ird was in bad need of bearings and planetary shims.so rather than wait for shims to arrive to canada. i decided to install my perfectly functioning v6 ird today.it seem to work perfectly.
now the gearing between the two ird's are different.1.467:1 for diesel and 1.359:1 for v6.so my rpms with v6 ird at 60mph are slightly less than rpm2000.at 80mph they are slightly less than 2500rpm.
with torque converter lock up at 50mph it revs at just over 1500rpm
maybe a td4 owner across the pond can compare these rpm figures.and see what differences there are if any.
for the short time i drove with the diesel ird i did not check the rpms
thanks
brett
now the gearing between the two ird's are different.1.467:1 for diesel and 1.359:1 for v6.so my rpms with v6 ird at 60mph are slightly less than rpm2000.at 80mph they are slightly less than 2500rpm.
with torque converter lock up at 50mph it revs at just over 1500rpm
maybe a td4 owner across the pond can compare these rpm figures.and see what differences there are if any.
for the short time i drove with the diesel ird i did not check the rpms
thanks
brett
htr
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So that was a straight forward swop of the IRDs, a 4 cylinder IRD out and a V6 IRD fitted in its place?
jedi
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From what I remember from my VW days it was all down to the way different engines/configurations put out their power. 4 pot as regards to 6 pot diesel vs petrol again 4 pot and 6 pot engines all have different ouput characteristics .
I would not be suprised if the v6 vcu was a different spec to the 4 cylinder stuff too!
I would not be suprised if the v6 vcu was a different spec to the 4 cylinder stuff too!
I'd say so. The mounting points do look very similarly placed and the drive splines are identical.
Quite correct. The gearing chosen is normally a good compromise between fuel efficiency and vehicle performance. If the vehicle is fitted with a revvy 4 pot petrol, the gearing is normally lower than it would be if a lazy diesel engine was fitted. For the Freelander V6, the gearing is higher, simply because the engine has plenty of torque, right through the rev range. This higher gearing will help with cruising MPG and overall refinement.
I would also agree that the V6 VCU does have different torque transfer characteristics to that fitted to 4 pot models. However VCU re conditioners generally disagree with that.
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Hippo
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I too have always thought the v6 vcu would be different. Reconners don't know either as they don't have the precise formula of the fluid inside. Bit like guessing the precise mix of my olso blue paint.
When pulling away the vcu stops the front wheels from spinning on wet roads. Not all of the time as far too much power will spin anyway... but the majority of normal pull always it does give near instantaneous rear drive hence less spin. It's got a certain amount of resistance across it already when pulling away. I has been measuring/looking into this for a while.
When pulling away the vcu stops the front wheels from spinning on wet roads. Not all of the time as far too much power will spin anyway... but the majority of normal pull always it does give near instantaneous rear drive hence less spin. It's got a certain amount of resistance across it already when pulling away. I has been measuring/looking into this for a while.
wesley64
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yes all bolts and mounting brackets from your car will work.the vent tube is located in a different spot but will still work.
the planetary shims on my nas v6 are 1mm thick instead of .5mm thick.apparently more durable
on a different subject i need a thermostat.going to try the inline renault.
brett
Hippo
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If anyone takes their IRD's pinion oft can you count the teeth inside? As you look at the pic below it's the gear on the right, which should have either 23 or 24 teeth. The next pic down shows it marked as 23. We also need to know the engine and manual or auto gearbox, and year of yer Freelander 1.
If you mark the side of the gear with a paint pen or chalk, then get 2 people to slowly turn both lifted front wheels with the gearbox in neutral, the gear we want to count will then turn.
Be careful when working under lifted Freelander's. They're heavy and need to be supported correctly.
DSCN1471 pwTEskP
DSCN4923v6ratio 8NpFTeC
If you mark the side of the gear with a paint pen or chalk, then get 2 people to slowly turn both lifted front wheels with the gearbox in neutral, the gear we want to count will then turn.
Be careful when working under lifted Freelander's. They're heavy and need to be supported correctly.
DSCN1471 pwTEskP
DSCN4923v6ratio 8NpFTeC
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blue beasty
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This thread is for serious investigation and research. Please keep on topic.
jedi
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Some more IRD pics...can you count the teeth?.. [emoji2]
Also found this:
Do Steya-Daimler-Puch Farzeugtechnik still make the lRDs?
Also found this:
Do Steya-Daimler-Puch Farzeugtechnik still make the lRDs?
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Probably. I suspect that demand is still high enough to make them in limited batches.
It's a clever design that turns a 20 year old FWD gearbox to the a 4WD VCU based drive train.
Hippo
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I have to admit I would be surprised if they still made IRD's new for the FL1. When I had my auto changed in 2007 LR couldn't supply a new one. They could only supply a recon. They surcharge you unless you give them yer old one. I would expect this to be the same for the IRD.
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Just found this thread, and wondering if anyone successfully used a V6 IRD in a TD4 ? It does seem this would put less strain on the VCU, especially for those that only ever use their FL1 on-road.
Hippo
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V6 front end is heavier because of the engine which is why fings were different for the v6.
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