VCU - Bell Engineering

I recently bought some side steps for me Hippo on the bay and picked them up as they were local

The chap I got them from got a unit/garage and he specialises Freelanders

We got chatting about Hippos and when I mentioned I'm going to replace the VCU he recommended Bell, which I'm going to use anyway but he also said the there are 2 VCU's to choose from.
First one is a stiffer type that you will pick if you pull heavy loads, caravans for example and the second is softer which is suitable for normal use and also results in a longer VCU life.

Then I got home and thought about it and I can't think on how that is supposed to work
As far as I am aware the VCU slips continually until the front looses traction which results in the oil heating up and seizing and therefore connecting the discs resulting in 4 wheel drive

How then can a stiffer VCU be beneficial in pulling heavy trailers or caravans as the VCU only works (does it's thing) when the front looses traction?

I am sure that Bell will respond on here. First we have heard of it.

Ask Austen

Don't make sense to me either mate

I Pm'd Austen the link to this topic

so did I

There are 2 different vcu's, the v6 one and the td4/L/k series one. They are the same "tightness" and operate in exactly the same fashion, the only difference is the v6 doesn't have a counter balance. I suppose there is also a 3rd one, which was a batch of odd ball ones that have different balance weight and a different shape, but again they operate in the same way.

I suppose we could also include the "F********* S***** recon" units that don't supply any rear drive

The only thing a tighter vcu will help with is wearing out your ird and vcu

Thanks for clarifying that Austen
I've been scratching my head since the weekend wondering what the point of it all was supposed to be

Ok i'v got a question to. Is the V6 VCU a different diameter to the non V6? I only ask because the V6 uses spacers on the bearings which moves the VCU center line away from the vehicle body. I'm just curious as to why this would be?
Cheers

Nodge68 said:

Ok i'v got a question to. Is the V6 VCU a different diameter to the non V6? I only ask because the V6 uses spacers on the bearings which moves the VCU center line away from the vehicle body. I'm just curious as to why this would be?
Cheers

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No its the same. The only reason the vcu bearings have spacers is that we believe the ird is mounted at a slightly different angle, so the flange points down a bit, so the vcu is lowered to reduce the increased angle the uj and CV joint on the front prop have to articulate through. Well this is the only thing we can come up with, but looking at it I can't see any issue running the other bearings

austen said:

No its the same. The only reason the vcu bearings have spacers is that we believe the ird is mounted at a slightly different angle, so the flange points down a bit, so the vcu is lowered to reduce the increased angle the uj and CV joint on the front prop have to articulate through. Well this is the only thing we can come up with, but looking at it I can't see any issue running the other bearings

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Thanks Austin I thought it would be something like that. Any idea why the V6 VCU doesn't need a damper?

Nodge68 said:

Thanks Austin I thought it would be something like that. Any idea why the V6 VCU doesn't need a damper?

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No idea really, other than none of them really seem to need them

austen said:

No idea really, other than none of them really seem to need them

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The only theory I have is because the VCU is placed lower to the ground due to the bearing spacers, this would reduce the break over angle which isn't so good for an off road vehicle. Basically if LR hadn't left the damper off it would likely been knocked off while off road.

can bell engineering test a vcu when I bought my td4 as a precaution I removed the prop and vcu as there was no history of it being changed and one of the bearings is on its way out when I looked at it the props and the bearings look as id expect rusty and old whereas the vcu is still satin black with no signs of any rust basicly it looks a lot newer than the prop ect

austen said:

There are 2 different vcu's, the v6 one and the td4/L/k series one. They are the same "tightness" and operate in exactly the same fashion, the only difference is the v6 doesn't have a counter balance. I suppose there is also a 3rd one, which was a batch of odd ball ones that have different balance weight and a different shape, but again they operate in the same way.

I suppose we could also include the "F********* S***** recon" units that don't supply any rear drive

The only thing a tighter vcu will help with is wearing out your ird and vcu

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well said, but I suppose you mean the one's off Freelander spares, there I said it again

beerbelly said:

can bell engineering test a vcu when I bought my td4 as a precaution I removed the prop and vcu as there was no history of it being changed and one of the bearings is on its way out when I looked at it the props and the bearings look as id expect rusty and old whereas the vcu is still satin black with no signs of any rust basicly it looks a lot newer than the prop ect

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Post it to us and we will test bit free of charge, you just pay for postage

Hi Austen

Once I've saved my pocket money (!) I'll be heading your way hopefully to get both the VCU and a IRD, as I'm running in Mondo at the mo.

v6 produces less vibrations due to smoother running which is thought to be the reason for no damper. If ground clearance was a problem and the damper was needed they would have made a different shape damper for the v6 I guess.

Hippo said:

v6 produces less vibrations due to smoother running which is thought to be the reason for no damper. If ground clearance was a problem and the damper was needed they would have made a different shape damper for the v6 I guess.

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I'm not completely convinced on that tbh but it's a possibility. Although the V6engine is smooth the auto gearbox would damp out any crankshaft pulses long before they got to the VCU which is why auto boxes are used in executive type vehicles. The fluid in the torque converter makes a massive fluid damped flywheel. I still think it's a ground clearance thing, but it is curious??

Nodge68 said:

I'm not completely convinced on that tbh but it's a possibility. Although the V6engine is smooth the auto gearbox would damp out any crankshaft pulses long before they got to the VCU which is why auto boxes are used in executive type vehicles. The fluid in the torque converter makes a massive fluid damped flywheel. I still think it's a ground clearance thing, but it is curious??

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I think it's the running vibrations through the metal work as opposed to the driven transmission path. Engine bolted to IRD etc transmitting vibrations down the prop.

Hippo said:

I think it's the running vibrations through the metal work as opposed to the driven transmission path. Engine bolted to IRD etc transmitting vibrations down the prop.

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Possibly, a V6 engine produces a very different vibration pattern to an inline engine regardless of the number of cylinder. What is does mean for us V6 owners, it's one less part to break!!

Hello all.

It's been over two years now since the' Austin touch' and i can tell you it has had some stick!

Would trust it against any Part suplier.

Many thanks Austin.