Hi guys,

I have a question about how the actual gearbox works on a freelander 1.

It looks like a standard PG1 box and is a standard PG1 externally - which means any PG1 box will bolt up, but my question is about the "diff" in the gearbox.

Not the IRD and not the Rear Diff, this is explicity the front "diff" unit inside the gearbox.

My question is: Is this actually a diff or just a carrier for transmitting power RIGHT into the IRD and then a contra rotating inner piece for transmitting power to the LEFT side for the left driveshaft, FROM the IRD.

Reason for query:
A friend of mine has a scrap rover 620ti with a forged T16 turbo lump, and PG1 turbo spec double race gearbox.
The T16 is externally identical to an L series so will fit with the usual V6 nose proviso.
The PG1 box will bolt up to the IRD, but will I need to swap the carrier out of the existing box into the new PG1 where the diff is.

Just mulling the whole thing over in my head, the only other bit of conversion would be installing a set of L series front springs.

Electronics are irrelevant for the conversion, the T16 ECU security has been fixed and loomed into a single easy to transfer loom, just add power.

Saw this historic thread which may be useful..

owl said:

You may be able to swop some parts but the whole box no. Freelanders don't have a diff in the box it is in the IRD and the output ratio is higher and then reduced again in the IRD.
Also a 1.8 Freelander manual box won't bolt up to a KV6, I know because I tried so I doubt the Jatco will either.
If your box has been slipping it will need a complete strip down and throughly cleaned before any repairs are done plus another v6 converter and cooler. I would also imagine that the 1.8 and V6 valve bodies will be different.

Click to expand...

I have the same question really.... I have now bought a Rover 75 with a BMW TD4 engine... would love to know if I could sell the auto box to a friend whose auto has gone pop.... (yes... fluid and filters changed - it loses drive after 2 mins of running and has an audible clicking noise while the engine runs)

I'm sure the T series conversion has been discussed on here many times. I'd have though your best chance would be with a 2WD conversion taking engine & trans from the donor. Might need some bespoke drive shafts though. If you want 4WD, can you get gears off the shelf like you can bearings? If so then an L Series gearbox with modified final drive ratio might be the way.

GrumpyGel said:

I'm sure the T series conversion has been discussed on here many times. I'd have though your best chance would be with a 2WD conversion taking engine & trans from the donor. Might need some bespoke drive shafts though. If you want 4WD, can you get gears off the shelf like you can bearings? If so then an L Series gearbox with modified final drive ratio might be the way.

Click to expand...

It'll fit, and the gearbox will work, I was just wondering if the diff unit would have to be swapped out.

Which it appears is the case.

The T series shares mountings with the L and spent most of its production life mated to pg1s so there shouldn't be an issue there. We're going to pull the ti apart anyway for storage, I may pick up a knackered ird off ebay to prove the fit before going any further.

Alright I'll rephrase that, the casings *look* identical on the standard pg1 box, apart from some reinforcing around the output shaft on the drivers side. All the bolt holes are present, and the ird bolts to an intermediate plate iirc that's attached to the usual box mounts. At worst the drivers side gearbox plate will need swapping over which is an hours work once off the car.