So with the engine in and all plumbed up, it was time to test it all in the vehicle. At this point I'd not finished rebuilding the transfer case, but having run the engine previously without the gearbox output flange in place, I knew that if the rear was not sealed, there'd be another pool of oil on the floor! So, in went the gear and tube nut that I'd made. Once tight I was able to run the engine and test the cooling system. Good job I did... I found two probs (linked). With the engine running, the oil from the gearbox started to track up the center of the modified gear.. This led me to check the gearbox breather, which was also blocked!
 

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Here's a shot of the engine in place. I was yet to fit the fan, rad hoses, transfer case etc.
 

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omg thats awesome!! You are like a jedi master of fabricating ect :O

I wish I knew how to do all this kinda stuff mate! I have a work friend who loves 101s ill show it him when I'm back at work tomorrow.
 
nice!
I found when converting 110's to cummins power I needed to do a divorced transfer box to fit it in and keep normal sump clearance and drivetrain angles but it looks perfect in the 101:D
 
Truely epic conversion.
I'm going to be picking up a 101 within the next few weeks, and this has got my appetite for big diesel power whetted again!

You should do a video of it running/driving for all to admire :p
 
Langers said:
Truely epic conversion.
I'm going to be picking up a 101 within the next few weeks, and this has got my appetite for big diesel power whetted again!

You should do a video of it running/driving for all to admire :p
Click to expand...

Dont tell the steg !!
 
200tdi ayre said:
Dont tell the steg !!
Click to expand...

I 100% blame Nick!!! It was his vid of TBPO roaring off down the road that sold me the Cummins!! I've tried to put a few videos up, but for some reason "I don't have permission" etc.

As the engine is considerably longer than the 'Bent 8' as they seem to be called over here, I would have had to really cut the old gearbox cover about... Something I didn't want to do. Here's a shot of the new one taking place. The floor is out of 3mm alli sheet. :)
 

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Here's the framework in place, which is also clad with 3mm. Sound proofing is now the focus! I've looked at various materials, and tested a few of them to see how flammable they are... Surprisingly all the genuine sound deadening materials catch alight quite quickly.... I've bought a sheet of 4mm thick rubber to redo all the mudflaps, and to add some in front of my twin tanks.. Just out of interest, I thought I'd see how flame resistant the rubber was... Suprisingly its very good! It didn't burn! I know its a little heavy for the job, but to be honest, I think it will be the best material for the job.. I'm going to add a few tabs to the top of the engine in various places, and then sit a shaped cut sheet of rubber atop the engine and box. With the engine cover above that and then carpet etc above that, I think it'll b the best I can get it! At least we'll be able to have a conversation!! :)
 

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Si, nice little whistle stop tour!
Langers when we collecting the DAF and 1oh1? ;)
Si youve seen my vids... langers was sat in with me to make one of them and has been in TBPO a few times... hell attest to the savage power... and fuel economy :p
 
NRS91 said:
Si, nice little whistle stop tour!
Langers when we collecting the DAF and 1oh1? ;)
Si youve seen my vids... langers was sat in with me to make one of them and has been in TBPO a few times... hell attest to the savage power... and fuel economy :p
Click to expand...

Ah... So he knows a man who can! Dare I ask more re the One Oh One....?
 
Superb thread about how an engine coversion should be done.:) maybe someone ought to show this to DrEvil. :D
 
Druim said:
Nice - and all that in just 1 week :)
Click to expand...

It would have been great if it had taken a week... I've slimmed the story down a little so you're all up to speed with it on Landyzone. I've got a more detailed thread running over here on AULRO.com.. under the name of 'Monster 6 Turbo Diesel into 101' but if anyone is planning it, allow time for plenty of mods and alterations! I now have had the front prop balanced, have finished all those jobs that needed wrapping up and have done 300+ kms in it.. Apart from the Bosch VE fuel pump starting to leak around where the throttle lever enters the pump, they've been some interestingly fast and amusing kms! 110kph arrives surprisingly quickly, and the note that goes with getting it there is awesome!!! (Yeah, the silencer fell off last week.. with a little help from the grinder!! ;) ). Overall I'm very happy, and now I've calmed down with the right foot, 12lt / 100km is easily achievable. Soooooo much more user friendly than the V8.
 
Langers said:
Truely epic conversion.
I'm going to be picking up a 101 within the next few weeks, and this has got my appetite for big diesel power whetted again!

You should do a video of it running/driving for all to admire :p
Click to expand...

When you do, make sure to get a thread going!! If you go down the Cummins route, talk to Nick (nrs91) as he has a Cummins Group running elsewhere on the interweb and there's a lot of good info floating between us all.. 90's, 110's, a 140" (I think) with a recently fitted 24 valve Cummins, and my 101. :)
 
pressbrake said:
nice!
I found when converting 110's to cummins power I needed to do a divorced transfer box to fit it in and keep normal sump clearance and drivetrain angles but it looks perfect in the 101:D
Click to expand...

It works, but prob looks a bit better than it actually is... To get adequate sump to diff clearance and still be able to get the original engine cover to sit in place its reliant on the 16mm lift achieved by fitting third leaves, but it also requires the rear to be quite low... All up, the engine/box assy is probably sat back nearly 200mm overall.. The rear prop angle was still very steep as its short so I then shaved 8 mm off the front of the axle plates on the rear axle which tipped the nose of the rear Salisbury up. Both faces are now parallel. The front prop is a shortened 110 rear... but not by much, making it long. This is using std uni's not wide angle, and the upper joint on the transfer case end is nearly at is max angle.. Now balanced, it seems to work...
 
So, with that all done (and now you are all up to date), its onto the spare wheel carrier mfr, as I want the spares on the rear for the Easter and beyond trip to the South Australian Land Rover Show and 10 days of touring thru The Flinders Ranges! Plan is to mount the two spares on an over engineered double swing away setup, but incorporating a drawbar drop plate with 50mm receiver socket built in! I've bought the 12mm plate, sourced a towbar receiver from the scrappy, and have made the piece that'll bolt to the xmember. Yes, it's heavy, but it has to carry two 255/100 R16's over some pretty harsh dirt roads. Here's the piece that bolts to the rear X member, with the receiver built in to look like a drop plate. Next job is to remove it and mfr the two legs and pivot points that the swing aways will drop onto. Tomorrows job!!!
 

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sitec said:
Ah... So he knows a man who can! Dare I ask more re the One Oh One....?
Click to expand...

Yup, when I first rode in it, the power and noise was so immense that I went partially blind.

Although that might have had something to do with the injectors leaking diesel straight onto the exhaust manifold :rolleyes:

And RE: Cummins one-oh-ones, I'm not sure yet whether to build ultimate Cummins 101 or ultimate Cummins 110 DCPU. But now that my Td5 has been sold I'm in the position to make an acquisition, if you understand :)
 
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