Ervaringen gevraagd met 3.5 V8 / LT95

[Arthur 110]

Ik heb het idee dat de V8 in mijn 110 uit 1983 met Edelbrock carburateur meer vermogen zou moeten leveren dan dat hij nu doet. Als ik door bergachtig gebied rij in vakantiebepakking en bij een helling is een aparte rechter baan voor vrachtauto's (vanaf 5 a 6% helling dus zo'n beetje) dan moet ik toch al snel naar die rechterbaan voor slomo's. In zijn 4 trekt de LT95 dat echt niet. In zijn 3 kom ik een aardig eind maar dan is het bij 70/80 km/uur qua toerental afgelopen, te langzaam voor de snelle stroken waar de Fiat Panda's rustig 110 rijden maar te snel voor de vrachtwagenstrook.

Hebben jullie die ervaring ook met je V8/LT95 of is mijn motor(afstelling) niet OK?

[JoostKenya]

Dat klinkt traag. Mijn 110V8 3.9L die nog in Nederland staat deed dat een stuk sneller. Maar was verder ook niet helemaal standaard.

Mijn ervaring met de Edelbrock carburateur (ik heb er voeger heel wat aan geschroefd) is dat hij standaard veel te rijk staat.
In de bergen zal je dat doo de lagere luchtdruk onmiddelijk merken. Helemaal wanneer je een vrij dicht luchtfilter hebt.

Ik had zowel de eerste als de tweede trap two stages krapper staan dan standaard (zie de manual op internet). En dat werkte goed, ook op hoogte. En verder moest ik in ieder geval de slapste veertjes voor de naalden monteren (zijn dat toevallig niet de gele?). Met andere veertjes liep ie veel te rijk!

Zie je op hoogte soms zwarte rook uit de uitlaat? Sputtert de motor af en toe?
Is je ontsteking wel in order?

[RobStewart]

A 3.5 V8 with Edelbrock should give a reasonable power output, however there are several parameters that need to be considered regarding it's installation and set-up. So I'm afraid it's back to basics. Suck, Squash, Bang and Blow.

Suck, can the V8 breath ? are you taking the air in via a large pancake filter or is it coming through some pipework first ?

Squash, when was the last time the compression of the V8 was tested?

Bang, what is the set-up of the ignition system. Is it contact points, magnetic induction or optical. What is the ignition timing currently set at. What spark plugs are you currently using and at what gap.

Blow, is the exhaust system standard or is it a free flow tubular system.

There is a raft of questions to follow thee ones but let's keep it simple at the moment and see what we are dealing with. It's no good hypothesizing about al sorts of things until we fully understand the existing set-up.

Now Gearbox. The LT95 is Bombproof; Fact.
( I have destroyed 2 in my Range Rover over the years ;) )

however there are 4 variations of the LT95 and the output ratio in High changes with each one.

Now if you have the LT95 that came with the 110 and no-one has changed it then it's output Ratio is 1.34:1, The 101 came with an output ratio of 1.17:1 which is getting better, the Range Rover came initially with an output ratio of 1.174:1 for the which is better again, then from suffix C it went to 1.113:1. They then went from Gearbox 12C onwards to 0.9962:1.

So you can see that it would be better to convert your existing box to the later Range Rover Ratio to give it more of a 5the Gear feel than it has at the moment. You will loose a little bit acceleration but I don't think you worried the boys in their GTi's before.

It is a simple change which can be done without removing the gearbox and all you have to do is install the 45 tooth intermediate High Range gear FRC4050 and the 26 tooth output High Range Gear FRC4032.

So first of all confirm the V8 is performing correctly and then you can look at giving it longer legs.

Hope this Helps

Rob

[G4DII]

Hi,

Ik heb precies dezelfde configuratie: 110, LT95, edelbrock, 3.5 V8 op LPG uit 1984. Echter met 255x85 banden (hoger dan de 7.50)
Op de vlakke weg kan ik 125 km/u op de GPS, maar in de bergen (bv Luik) 65 km/u met een 1500 kg caravan er achter.
Als je het leuk vind om wat meer over deze geweldige 110s te praten, stuur me even een PM.

Groetjes, Joost

[janwijbrand]

RobStewart schrijft:

Now Gearbox. The LT95 is Bombproof; Fact.
( I have destroyed 2 in my Range Rover over the years ;) )

however there are 4 variations of the LT95 and the output ratio in High changes with each one.

Now if you have the LT95 that came with the 110 and no-one has changed it then it's output Ratio is 1.34:1, The 101 came with an output ratio of 1.17:1 which is getting better, the Range Rover came initially with an output ratio of 1.174:1 for the which is better again, then from suffix C it went to 1.113:1. They then went from Gearbox 12C onwards to 0.9962:1.

So you can see that it would be better to convert your existing box to the later Range Rover Ratio to give it more of a 5the Gear feel than it has at the moment. You will loose a little bit acceleration but I don't think you worried the boys in their GTi's before.

It is a simple change which can be done without removing the gearbox and all you have to do is install the 45 tooth intermediate High Range gear FRC4050 and the 26 tooth output High Range Gear FRC4032.

So first of all confirm the V8 is performing correctly and then you can look at giving it longer legs.

Hope this Helps

Rob

Rob,

Of general interest: would you rather change the final drive ratio than fit an overdrive to get longer legs?

I'm currently thinking the opposite, in order to have more flexibility in choosing the right gear for the right slope...

Curious for your opinion on this matter :-)

[janwijbrand]

Het is niet mijn bedoeling om je draadje te hijacken met m'n vraag aan Rob over final-drive versus overdrive.

Ik had met onze Stage-1 tijdens de vakantieritten dezelfde overdenkingen: zou er niet meer oooomph moeten zitten in de V8?

Maar tegelijkertijd: als ik jouw verhaal lees en dat in gedachten probeer te vergelijken met hoe wij de hellingen opreden... Op de snelwegen konden we, ook bepakt en bezakt, de vrachtauto's nog wel inhalen om de middelste strook. Ik heb, op de snelwegen, geen moment gehad dat ik per sé, omdat er niet meer in zat, naar de meest rechter strook "moest".

De bergpas over naar de St. Bernard, dat was soms wel zwoegen en dan zat ik inderdaad de hele tijd te wisselen de versnelling 3 en 4.


Ik volg het draadje met interesse :-)

[RobStewart]

janwijbrand wrote:

Of general interest: would you rather change the final drive ratio than fit an overdrive to get longer legs?

I'm currently thinking the opposite, in order to have more flexibility in choosing the right gear for the right slope...

Curious for your opinion on this matter :-)

Difficult question mainly because in my Range Rover I fitted both the later final drive and the overdrive came with the vehicle (ex Essex Police prototype).

Before I did the ratio change I was continually dropping in and out of overdrive on my journey to work (350 miles Berwick-upon-Tweed to South Kensington) with the ratio change I stayed in normal box longer and only dropped the overdrive in when needed (on the flat bits which in the UK don't happen as often as here in Holland).

Off-road the final drive ratio is unchanged in low box with the taller high gears however with the overdrive it does sort of mean you have 8 available low gears (well 10 if you count reverse ;) ) and that believe you me is brilliant.

The downside of the overdrive is a) availability and b) serviceability. They were pretty rare in their day and even rarer now although there are still a number of them out there and at least one company that still does some of the parts.

Het is niet mijn bedoeling om je draadje te hijacken met m'n vraag aan Rob over final-drive versus overdrive

.... and I'm still happy to answer questions on the V8 side as-well as the LT95, there aren't a lot of us out there with first hand experience of either. As an aside I didn't give the overdrive option a thought because of their rarity even though I advocate the use of the overdrive in the Series vehicles for prolonged road use.

Rob

[Arthur 110]

JoostKenya schrijft:

Dat klinkt traag. Mijn 110V8 3.9L die nog in Nederland staat deed dat een stuk sneller. Maar was verder ook niet helemaal standaard.

Mijn ervaring met de Edelbrock carburateur (ik heb er voeger heel wat aan geschroefd) is dat hij standaard veel te rijk staat.
In de bergen zal je dat doo de lagere luchtdruk onmiddelijk merken. Helemaal wanneer je een vrij dicht luchtfilter hebt.

Ik had zowel de eerste als de tweede trap two stages krapper staan dan standaard (zie de manual op internet). En dat werkte goed, ook op hoogte. En verder moest ik in ieder geval de slapste veertjes voor de naalden monteren (zijn dat toevallig niet de gele?). Met andere veertjes liep ie veel te rijk!

Zie je op hoogte soms zwarte rook uit de uitlaat? Sputtert de motor af en toe?
Is je ontsteking wel in order?

Ik had de ontsteking en carburateur voor vertrek nog laten checken en bijstellen door een Rover V8 specialist hier in de buurt. Maar die doet eigenlijk alleen Rovers en geen Land Rovers. Ik kan me voorstellen dat de V8 in de Rover 3500 meer power geeft dan in een 2.5 ton zware LaRo dus dat is wat lastig vergelijken. De Edelbrock staat dus niet in de 'af fabriek' stand.

Zelf aan een carburateur morrelen (andere veertjes e.d.) doe ik liever niet, wordt al zenuwachtig als ik naar dat gepriegel kijk. Zal dus op zoek moeten naar iemand die de Edelbrock echt goed kent. Weet iemand een adresje in de buurt van Amersfoort? Of kijken of ik een boekje voor carburator afstelling dummies kan vinden en moed verzamelen.

Overigens loopt hij verder prima, geen zwarte rook of stotteren/sputteren. Luchtfilter is ronde pancake met katoenen filter. Overigens toen ik overging van papier naar katoen merkte ik wel verschil, de motor reageerde vlotter. Kan ook niet echt verschil merken of ik op 500 of 1500 meter zit. Ik zal eens een bougie uitdraaien kijken of zwartig is vanwege de te rijke afstelling. Motor loopt overigens wel 1 op 4.9, niet echt zuinig dus, moet toch 1 op 6 kunnen zijn?

[RobStewart]

Interesting comments Arthur,

If I understand correctly your carb has been adjusted but no details. To really get it right you need to do the adjustment with a gas analyser and check the output CO, CO2, O and HC. Going from paper to katoen would mean that the air flow was theoretically better so I would be surprise if they were black.

Some numbers of the timing settings etc as said in my earlier post would be helpful.

Rob

[Arthur 110]

RobStewart schrijft:

A 3.5 V8 with Edelbrock should give a reasonable power output, however there are several parameters that need to be considered regarding it's installation and set-up. So I'm afraid it's back to basics. Suck, Squash, Bang and Blow.

Suck, can the V8 breath ? are you taking the air in via a large pancake filter or is it coming through some pipework first ?

A cotton pancake filter, no pipework at all!

Squash, when was the last time the compression of the V8 was tested?

Good point, I will try to get a measurement soon

Bang, what is the set-up of the ignition system. Is it contact points, magnetic induction or optical. What is the ignition timing currently set at. What spark plugs are you currently using and at what gap.

It is a magnetic induction system, timing is 12 degrees. I use NGK BP6ES plugs.

Blow, is the exhaust system standard or is it a free flow tubular system.

I installed a double S stainless steel sports exhaust a few months ago, Sound did improve, performance barely. Not as much as switching from paper to cotton filter.

There is a raft of questions to follow thee ones but let's keep it simple at the moment and see what we are dealing with. It's no good hypothesizing about al sorts of things until we fully understand the existing set-up.

Now Gearbox. The LT95 is Bombproof; Fact.
( I have destroyed 2 in my Range Rover over the years ;) )

I ruined only one ;) , it was replaced with a stage One LT95.

however there are 4 variations of the LT95 and the output ratio in High changes with each one.

Now if you have the LT95 that came with the 110 and no-one has changed it then it's output Ratio is 1.34:1, The 101 came with an output ratio of 1.17:1 which is getting better, the Range Rover came initially with an output ratio of 1.174:1 for the which is better again, then from suffix C it went to 1.113:1. They then went from Gearbox 12C onwards to 0.9962:1.

So you can see that it would be better to convert your existing box to the later Range Rover Ratio to give it more of a 5the Gear feel than it has at the moment. You will loose a little bit acceleration but I don't think you worried the boys in their GTi's before.

It is a simple change which can be done without removing the gearbox and all you have to do is install the 45 tooth intermediate High Range gear FRC4050 and the 26 tooth output High Range Gear FRC4032.

Well my problem is that fourth gear feels too much like an powerless overdrive. What I probably am missing is a fourth gear underdrive and a fith gear overdrive like the LT85 has. So a lower top speed but more GTi pulling power. Do you know the ratio for a Stage 1 LT95?

So first of all confirm the V8 is performing correctly and then you can look at giving it longer legs.

Indeed, first the engine!