CrewCab Modifications

[Tawayama]

Ok readers, since the CrewCab is just one great big modification, I thought I'd start a thread addressing any specific mods you saw on my site you might have questions about.

Most of it is gone over pretty well, but I know you guys are interested in the details as well as the general overview.

So...here's opening it up to any questions, whatever (if the thread is largely ignored it'll tell me I did a reasonable job explaining the truck on my website).

/forum/emoticons/biggrin.gif

Here's the link to the site that talks all about my CrewCab Land Rover:

http://www.tawayama.com/gear/crewcab/crewcab.html
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Post Edited By Moderator (JackSilb) : 3/13/2004 3:52:39 PM GMT

[expeditionswest]

Michael,

I am most curious about your motor selection, as it is not typical to use a different engine in a LR product. I even find many modifications frowned upon by LR owners.

Ensuring the reliability of these unique and diverse systems can be a challenge when building a vehicle from the 'ground up'. How has the vehicle faired after this period of use?

Scott Brady
mailto:guide@expeditionswest.com (guide@expeditionswest.com)
http://www.expeditionswest.com

[Tawayama]

Well...you are absolutely right when you say that reliability needs to be absolute. One of the reasons we went with a Chevy 350 that was carburetted was that everything from the fuel delivery system to the actual operation of the engine was mechanical and not electric. Granted, EFI has come a LONG way since it was deemed 'unreliable', and honestly I might have done EFI from the start, had I not had a bad experience with the Holly Pro-Jection (TBI) system we put in my other truck. Never seemed to work right, but after several years of tinkering with it I think I've got it figured out. If I were to do EFI I'd stick with a factory setup and a factory computer. That is, perhaps, the only thing I'd change about the engine.

Other than an initial carburetter rebuild I had to do (something about porous castings and running rich), there have been no problems. The fuel tanks we had made from scratch were VERY dirty inside from the raw steel, and I had to run probably 15-20 tanks of gas thorugh each tank and changed the fuel filter about every 10 tanks or so before I was confident that the system was clean.

Transmission had to be re-built due to a faulty syncrho-ring from the original re-build. A fluke IMO, so it didn't bother me that much when we did it. The transmission/overdrive is the one single thing I would definitely do different. I am earnestly looking for a 4l80e 5-speed automatic transmission to put into the truck. I initially wanted an automatic, but was trying to be frugal, and at the time of construction there were no aftermarket stand-alone computers to run the 4l80e. Now there are, and they are very reliable. If I were to do the factory GM fuel injection and run the 4l80e, I could run a complete stock ECU from a Suburban or 1-ton Chev pickup. Something I'm seriously thinking about.

The hydroboost brakes have always worked perfectly. The powersteering has always worked perfectly. The cooling system has always worked perfectly, BUT, the aluminum radiators from Ron Davis SUCK. I've had 3 and they have all leaked. I'm going to have a custom copper or brass radiator made which does piss me off, those Ron Davis radiators look very pretty, work VERY WELL when they don't leak, but the core tends to seperate from the tanks and they've been a problem on just about every V8 converted Land Rover we've ever put on into (5-6 now).

The AC/heater system has always worked perfectly. Had to sort out a power draw issue and seperate some circuits, but not a problem now.

The on-board air had an issue when the hot-lead shorted out on the clutch pully and damn near started the truck on fire (got it out thankfully). My fault completely, as it was the only circuit on the whole truck that wasn't fused (learn that lesson please!!!).

The other systems, interior, body fit, chassis modifications, suspension, etc...have all been very reliable. One thing I definitely do NOT like though are poly-bushings. ARB is a client of mine and I love them to death, but the product they sell which I do not endorse are poly-bushings. Too damn fragile. They crack and destroy themselves too easily, so I have systematicallly been going back to rubber bushings on all of my Land Rovers. The CrewCab is the last to be gone through.

One issue that we didn't plan on however, that was a problem was the sheer weight of the vehicle. On the front suspension I'm using the absolute stiffest heaviest duty REAR springs OME sells. On the rear I'm running custom OME springs used on the 6x6 Land Rover Defenders from Australia. Shocks are Rancho 9000's. The weight on the front axle is nearly twice what the original suspension was designed to handle. Consequently I have gone through 2 sets of bushings (both rubber BTW), in under a year. The first set lasted nearly a whole year, the second set were from some front control arms from another truck that had seen some hard use and the bushings weren't changed when I installed the arms (I'm paying for it now with bushing failure honestly). Should have swapped bushings when I had the chance but I was in a hurry. Now I have to do it twice.

This vehicle is a prototype on just about every single level it could be, so that in mind, the failures and refinements it's seen I have just taken in stride. If it were a factory new vehicle and had had as many issues in the past year or so, I would have taken it back and gotten a refund. Because I built it I realize that there were bound to be problems and have accepted them as part of having a 100% custom vehicle.

Other than that, no troubles at all.

:)

Michael Slade
Tawàyama Safaris Inc.
http://www.tawayama.com

[expeditionswest]

Michael,</div>
I appreciate the detailed response, as I have always had a romantic idea of building an expedition vehicle from the frame-up. I build my first Jeep from the frame-up and it proved to be a very costly, and time consuming venture. I also used the holly projection system in that vehicle, and have trouble until I upgraded the fuel pump to a well insulated (and expensive) unit. I build this vehicle before I had any idea (I was 20 and thought I did) what is really required for a 4wd to be successful and reliable off-highway. So I put the biggest tires and the most HPhttp://www.4wdtrips.net/forum/emoticons/skull.gif I could into a 1953 M38a1 (http://www.expeditionswest.com/vehicles/past_ew_vehicles/53M38a1/index.htm). Needless to say, other than looking nice, it didnt work out so well. http://www.4wdtrips.net/forum/emoticons/smilewinkgrin.gif </div>
Now if I can just find a way to import a diesel BJ75 Toyota...</div>







Scott Brady
mailto:guide@expeditionswest.com (guide@expeditionswest.com)
http://www.expeditionswest.com

[JackSilb]

Oho, this getting good.
Keep going, I am learning.

Thank you!
-JACK


So much to see, so little time. Try using your 4WD tosee and do more.
Tread Lightly! empowers generations to enjoy the outdoors responsibly...
http://www.4wdtrips.net

[expeditionswest]

Micheal,</div>
On your site you mention a company in OK that you considered using for a fiberglass cargo body. Do you remember the name of the company, and have contact information? Thanks, just doing a little research http://www.4wdtrips.net/forum/emoticons/wink.gif </div>

Scott Brady
mailto:guide@expeditionswest.com (guide@expeditionswest.com)
http://www.expeditionswest.com

[Tawayama]

Yeah, it was Fiber-Body (do a search, I think it might have been spelled Fibre-Body).

Anyway, there's not too many of them in OK, you shouldn't have a hard time finding them.

Their bodies are very good looking, but after talking to several USWest telephone line workers who drove them around, I decided not to have them make it. Seems the fiberglass cracks and the seals and hinges on the hatch doors leak. One guy I spoke to couldn't say enough bad about it.

Michael Slade
Tawàyama Safaris Inc.
http://www.tawayama.com