New Adapter Plates Produced! - Trans to Xfer

[amcordo]

Matthew over at Advance Adapters just finished up his new adapter plates - I think they're intended for a NP435 to a series xfer case. Someone correct me if I'm wrong - I spoke with him a week ago, but was doing five things at once and didn't write down the details (good work me). Anyway, interesting to keep in mind for those of us looking for more drivetrain options. Just under $500 I think.

[yorker]

Unless his plan changed I think those adapters essentially make the LR Tcase interface like a Dana 300.. Thus all the adapters and trannys that can be fitted or adapted to the Dana 300 can also be now adapted to the series T case. That was my understanding anyway... He was also going to do the same for the coiler's LT-230.

http://www.novak-adapt.com/knowledge/model_300.htm


It apparently offers some clocking variaibility too. Very cool.

Pretty much the sky is the limit for swaps now. :D

[amcordo]

Unless his plan changed I think those adapters essentially make the LR Tcase interface like a Dana 300.. Thus all the adapters and trannys that can be fitted or adapted to the Dana 300 can also be now adapted to the series T case. That was my understanding anyway... He was also going to do the same for the coiler's LT-230.

http://www.novak-adapt.com/knowledge/model_300.htm


It apparently offers some clocking variaibility too. Very cool.

Pretty much the sky is the limit for swaps now. :D


You win! You're correct.

[TeriAnn]

The adapters are real. I personally have put hands on the prototype which is installed in Matthew's 88 which he is in the process of rebuilding yet again. The has a Chevy NP435 coupled to a Series transfercase.

It is a two adapter set. One fits to the gearbox and one to the LR transfercase. The one that fits to the gearbox is a standard type for Advanced adapters with versions that fit just about every popular American truck gearbox.

The adapters themselves are massive enough that you don't have to worry about them breaking. There is a cross member mount bracket which gives you different mounting options. The bad news is that the adapter pair adds 6 inches to the length of the gearbox & transfercase.

Matthew and I have been discussing me adding a web page to my site detailing the new Advance Adapters Series adapter. He also thinks it would be a good strength upgrade for the Land Cruiser folks who want a stronger transfercase.

These are pictures of Matthew's truck. Note he removed the Series transfercase cross member and added a cross member removed from a Disco I, attaching it to the adapter's mount.


http://www.expeditionlandrover.info/Adapter/Matthew-11-09 155.JPG

http://www.expeditionlandrover.info/Adapter/Matthew-11-09 157.JPG

http://www.expeditionlandrover.info/Adapter/Matthew-11-09 158.JPG

http://www.expeditionlandrover.info/Adapter/Matthew-11-09 159.JPG

[Firemanshort]

I think this is the part that Peter Knowles was using on his Riverport Rovers You-Tube series. The clocking feature looked real handy.

[KevinNY]

I quick look at Peters video shows that these hardly make an engine/transmission conversion a turn key affair. There is still a ton of fabrication neccesary to make everything clear and workable. Not that this is not a great new resource, but I would not want some people to think that you can drop in a small block in a long weekend now. You are still completely rebilding the truck.

[109 Pretender]

TeriAnn or anyone else who might know...

Does this adapter require any mods on the NP435 mainshaft? The reason for the question is this - About a year ago I ordered and paid in full for a series/NP435 adapter kit from Ike @Pangolin. He had some manufacturing problems and was contracting Matt @ AA to build a custom billet shaft - front half NP435, back half series transfer - all one piece. This setup would NOT require the long adapter housing as illustrated here. Has that idea been shelved? I guess I'll need to contact Matt because frankly Ike has been less than forthcoming to me about it. Additionally, I paid Ike over double what you say this costs and supposedly Ike already had his plates made up (just needed the reworked mainshafts) - it looked like a 3/4 or 1" piece of aluminum with a support bearing. I really want the redesigned mainshaft they both told me was being made because it is way more elegant and wouldn't add 6" to the drivetrain length - which I don't want to mess with if possible. I'll ck w/both and let the board know what they say.

Thanks
Steve

[yorker]

I don't really see the point when using the NP435 or t18. A plate adapter with one of Ike's shafts would result in a drivetrain that duplicates the original length +-1". It is far more interesting once you start considering other transmissions though.

[amcordo]

I quick look at Peters video shows that these hardly make an engine/transmission conversion a turn key affair. There is still a ton of fabrication neccesary to make everything clear and workable. Not that this is not a great new resource, but I would not want some people to think that you can drop in a small block in a long weekend now. You are still completely rebilding the truck.


No kidding on this - I calculated out roughly what I'd have to spend to change my engine & tranny and it's just under $10K. And I already have v8 axels and upgraded difs & transfer case innerds. A project like this would not be simple.

[amcordo]

....It is far more interesting once you start considering other transmissions though.


That's why this is so cool. You're not stuck with using an older engine & tranny, but this starts to open doors on using modern equipment. I've done a bunch of measurements and discovered that the Vortec 3700 (5 cylinder) from a Hummer H3 / GMC Canyon and the Aisin AR manual transmission it's generally mated to would fit VERY nicely in the rover bay with plenty of room to spare for accessories. It would more than double power (not to mention reliability and cleanliness). AND the engine is really easy to find and inexpensive ($500-$800 for a lightly used one).

If you all couldn't tell by now I have big dreams for what I want to do and go to great lengths to design and do homework... NOW, if only I could win the lottery for both the money and the time...

[yorker]

http://www.polyperformance.com/shop/Jeep-Dana-300-T-Case-p-1-c-1986.html

[yorker]

TeriAnn or anyone else who might know...

Does this adapter require any mods on the NP435 mainshaft? The reason for the question is this - About a year ago I ordered and paid in full for a series/NP435 adapter kit from Ike @Pangolin. He had some manufacturing problems and was contracting Matt @ AA to build a custom billet shaft - front half NP435, back half series transfer - all one piece. This setup would NOT require the long adapter housing as illustrated here. Has that idea been shelved? I guess I'll need to contact Matt because frankly Ike has been less than forthcoming to me about it. Additionally, I paid Ike over double what you say this costs and supposedly Ike already had his plates made up (just needed the reworked mainshafts) - it looked like a 3/4 or 1" piece of aluminum with a support bearing. I really want the redesigned mainshaft they both told me was being made because it is way more elegant and wouldn't add 6" to the drivetrain length - which I don't want to mess with if possible. I'll ck w/both and let the board know what they say.

Thanks
Steve

When I last knew those shafts were still coming, you aren't the only one waiting on one, I know Greenmeanie needs one. I think having Mercedes Jim's shaft blow up really set Ike back- having to find a new source for the production of the shafts and schedule production for such a small volume shaft can't be too easy.

Also consider that with the AA adapter you need to also buy another adapter to adapt to it*, that will get you to around 1k in adapters in a hurry and that is before you invest in a rebuilt Series t case or transmission to adapt to it.

* unless you are using a transmission that was originally used with the Jeep Dana 300, and I think all those tranys suck more or less.

[109 Pretender]

Yes,
Jim, Meanie and myself all think (thought??) the same on this mainshaft idea for various reasons I'm sure. Me, well after an idiot hit me @ 45 MPH last Feb. I found myself in the market for a new trans, front axle, etc. I had already done an engine conversion and I wasn't fully satisfied because of the rover gearbox constraints. The wreck gave me the excuse to change. I already have an Ashcroft transfer box that is perfect - I think it's only bettered by perhaps the AA Atlas (but I don't want a divorced mount). I also have a Koenig PTO winch driven off the rear of the transfer case (I'm keeping that). The granny geared NP435 is a great old anchor and is a good match for the rest of the drivetrain. It also lets me pump up my 3.9 a bit because I dropped the compression to keep from blowing up the Rover 6 cyl box. My axles are Salisbury (D-60) f&r.
Normally the mainshaft conversion is a "cut-n-shut" operation and done properly will work ok. Ike contracted Advance Adapters to mill out one piece billet shafts because Jim's was arc welded and it broke. (They should be friction welded). Ike didn't know that the first contractor did it that way until Jim got his installed and went on a trip to Canada I think. The billet shaft is far and away the best conversion because it removes a lot of hassel involved in drastically relocating crossmembers, having bad driveshaft angles to contend with, and most of all having the transfer gear levers in a bad place - or having to cob up a wonky looking lever assembly. While there are a lot of good to great engine/trans choices out there - the LR has a very limited amount of room to work with both in the frame area as well as the passenger compartment. That's why I don't want the 6" adapter. Besides everything is bought and paid for - just waiting to hear back on when/if the mainshafts are going to be ready.

Cheers!

[greenmeanie]

Ike adapter onto a NP435 in a 6 pot chassis. This is just everything mocked up as you'll notice the Ford mainshaft. I'm swapping it for a GM NP435 as I can use the close ration gearing more on my DD than the granny low in the Ford.
http://www.roversnorth.com/forums/attachment.php?attachmentid=2658&d=1265668476
http://www.roversnorth.com/forums/attachment.php?attachmentid=2657&d=1265668340
http://www.roversnorth.com/forums/attachment.php?attachmentid=2656&d=1265668340

[PeterK]

I did get the first shipped adapter and put it straight into my 109 behind a 4.3 V6 and New Venture 3550.
The project has been stalled for some time due to family commitments but I'll be back to it soon.

I think the adapter really shines when used with a transmission that doesn't need an additional adapter like the NV3550.
The adapter is only 1.75 inches thick making the 4.3 / NV3550 nearly bolt on.

I played with the clocking as it's so neat but in the end settled on the stock clocking so there are no modifications required for a T-Case mount.
The NV3550 even fit's under the stock floor and tunnel.

No bulkhead modifications.

I think I could even have used the stock motor mounts but they fouled the headers I'm using.

To me, the 4.3 / NV3550 is the perfect Rover swap.

Cheers
Peter Knowles

[yorker]

I think the adapter really shines when used with a transmission that doesn't need an additional adapter like the NV3550.
The adapter is only 1.75 inches thick making the 4.3 / NV3550 nearly bolt on. in the end settled on the stock clocking so there are no modifications required for a T-Case mount.
The NV3550 even fit's under the stock floor and tunnel.

No bulkhead modifications.



THAT is all very cool.

Where is MSGunny? He could use this info.

[KevinNY]

Looking forward to new video episodes of your conversion.

[msggunny]

I did get the first shipped adapter and put it straight into my 109 behind a 4.3 V6 and New Venture 3550.
The project has been stalled for some time due to family commitments but I'll be back to it soon.

I think the adapter really shines when used with a transmission that doesn't need an additional adapter like the NV3550.
The adapter is only 1.75 inches thick making the 4.3 / NV3550 nearly bolt on.

I played with the clocking as it's so neat but in the end settled on the stock clocking so there are no modifications required for a T-Case mount.
The NV3550 even fit's under the stock floor and tunnel.

No bulkhead modifications.

I think I could even have used the stock motor mounts but they fouled the headers I'm using.

To me, the 4.3 / NV3550 is the perfect Rover swap.

Cheers
Peter Knowles

Your show was great, until you stopped at episode 5.....

Seriously though, well done. Cant wait to see how it pans out. The 4.3 conversion is something i have been wanting to do for a while now. Waiting with bated breath.

[Mercedesrover]

I still like Ike's adapter. The added inches probably aren't a problem if you're changing to a V6 or a 4-cyl engine and have room to push the tranny and engine forward and retain the transfer case in its original position. Having to move the t-case back presents a whole batch of other problems. If you want to use a V8 or a 5 or 6 cylinder engine with this adapter, I think you'll have problems with the length.

When Ike gets his shaft manufacturing problem under control, I still think it's the best solution. It's nice and short and nice and simple.

[yorker]

http://www.tomsbroncoparts.com/images/products/1305/5900-5905-5910.jpg

One thing that we've noticed before is on the NV3550 (http://www.tomsbroncoparts.com/product.php?id=1305) the shifter is pretty far to the rear, that added 1.75" probably puts that in a better position in the cab (if you retain the stock TC position.)

http://www.novak-adapt.com/images/pics/transmissions/nv3550_top_view.jpg http://www.quadratec.com/Assets/Images/18110/18110-lg.jpg NV3550

http://www.tntlr.com/database/products/TRC103010.jpg R380

http://www.roversdownsouth.com/images/defender-transmission/LT77.JPGLT77

http://www.tntlr.com/database/products/607125E.jpgSeries



With a short engine like a V6 that is a slick setup. Otherwise with a longer engine you'd have some tricky alteration to do.

If you went to a stage 1 type front end you probably would have plenty of room for a Klune underdrive too. THAT would be a nice option.

[greenmeanie]

OK attempt #2 at posting pictures. I give you Chevy 6 pot/NP435/Ike adapter/series high ratio transfer case in a NADA 109 chassis.

http://www.roversnorth.com/forums/attachment.php?attachmentid=2662&stc=1&d=1265730672

http://www.roversnorth.com/forums/attachment.php?attachmentid=2663&stc=1&d=1265730826

http://www.roversnorth.com/forums/attachment.php?attachmentid=2664&stc=1&d=1265730900

This is almost exactly the same length as the original 6 cylinder gearbox assy plus a Scotty's adapter plate. If I was willing to add 6 1/2" to my drivetrain length I'd probably just go up to 7" and add a Gearvendors overdrive into the mix. That, however, drives the output flange of the transfer case hard up against the cross member which would need to be moved, new levers and linkages fabricated, prop shafts sorted, cross member under the bulkhead prop shaft clearance addressed, hand brake moved and linakge modified. You get the idea.

[yorker]

That worked Gregor- I can see the images now.