WLJayne
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Hi guys,
MHM found a guy on a forum somewhere who had bought a 220T freelander and apparently it was lovely. That got me thinking about this possible engine transplant when my Hippo is no longer grounded (no more mods until 5000 trouble free cooling miles.)
We had some really great ideas on this thread:
http://www.landyzone.co.uk/lz/f9/facelifted-facelift-208823.html
I just wanted to continue the discussion with interested parties. The main problem I am coming up against is the PG1 box and it's max torque handling. Nodge mentioned something about the IRD mitigating strain but I couldn't get my head around it - perhaps if you're reading you could elaborate mate?
The 220T is a great engine for sure, but again the PG1 is the limitation - plus how would you mount the lower IRD bracket to it? The 1.8T would be a dead easy drop in and I could just use the FL's sump with the threads in it.
As far as I can tell the standard PG1 is good for about 160ftlbs, which is the max output of the standard 1.8T engine (sauce.) However Mark at Z and F tuning can do a 190bhp/199ftlb map which would be friggin sweet if we could get it through the box wifout breaking it! That'd be 300tdi power!!!
So, what considerations are due to the PG1 and IRD/ Diff? Would I use the same gear set but with steel caged bearings or a different gear set? Anything else?
What I'd like to do is to start putting together a solid plan and shopping list so that I can start by buying a £60 box off ebay for rebuild. Then I can move on to the lump if that works out.
But seeing as ultimately the limiting factor is the box and not the engine I see the 1.8T as more attractive than the 220T as it's an easier drop in. If the EWP works out after a few thousand miles then I will be less concerned about the fact that it's still a K series.
So where shall we start?
MHM found a guy on a forum somewhere who had bought a 220T freelander and apparently it was lovely. That got me thinking about this possible engine transplant when my Hippo is no longer grounded (no more mods until 5000 trouble free cooling miles.)
We had some really great ideas on this thread:
http://www.landyzone.co.uk/lz/f9/facelifted-facelift-208823.html
I just wanted to continue the discussion with interested parties. The main problem I am coming up against is the PG1 box and it's max torque handling. Nodge mentioned something about the IRD mitigating strain but I couldn't get my head around it - perhaps if you're reading you could elaborate mate?
The 220T is a great engine for sure, but again the PG1 is the limitation - plus how would you mount the lower IRD bracket to it? The 1.8T would be a dead easy drop in and I could just use the FL's sump with the threads in it.
As far as I can tell the standard PG1 is good for about 160ftlbs, which is the max output of the standard 1.8T engine (sauce.) However Mark at Z and F tuning can do a 190bhp/199ftlb map which would be friggin sweet if we could get it through the box wifout breaking it! That'd be 300tdi power!!!
So, what considerations are due to the PG1 and IRD/ Diff? Would I use the same gear set but with steel caged bearings or a different gear set? Anything else?
What I'd like to do is to start putting together a solid plan and shopping list so that I can start by buying a £60 box off ebay for rebuild. Then I can move on to the lump if that works out.
But seeing as ultimately the limiting factor is the box and not the engine I see the 1.8T as more attractive than the 220T as it's an easier drop in. If the EWP works out after a few thousand miles then I will be less concerned about the fact that it's still a K series.
So where shall we start?