Gday,
Small update again.
Well the new engine/gearbox/transfer having done over 1500kms now and getting through yet another blue slip I can safely say she is running sweet again (touch wood). So the engine has around 70,000kms on it and is running great, the R150F gearbox has around 160,000kms on it but still changes smooth as ever and makes no noise and the transfer has around 300,000kms on it but is still working as it should. When I get my dual adaptor I’ll run the 23 spline input and longfield output so will probably do the bearings and seals when the time comes so it only has to last a few months.
The bellhousing from Taiwan fitted great and was really happy with it bar the clutch slave mount which would not line up straight with the clutch fork causing it to actuate at an angle. This would have buggered the slave in no time so the slave mount was cut off and a new mount made up and bolted to the bellhousing. After this it all seems to be going well.
Anyway here’s a couple of pics of the finished job I’m about half way through making my rear drawers as well so that will be the next update I do hopefully in less time it took me to update this time.
Here’s the old remote oil filter mount at the bottom and the SC400 one I squeezed in to replace it. Much more reliable system but took some careful heating and hammering on the alloy sump to get it to clear.
Chain to gear drive transfer adapter sitting on back of R150F gearbox
Chain to gear drive transfer adaptor sitting on front of the gear drive transfer.
Underneath shot after it was all bolted in place
You can kind of make out the new clutch slave mount which I already want to redo
Modified the poor old standard cross member again to suit the new mounts. I didn’t go to heaps of effort as I wish to change to a high clearance cross member soon so not much point in getting too involved in this one. The good news is with a 10 degree clocked dual adaptor I’ll be able to run a flat belly giving me around 5 inches of extra belly clearance with no change to COG.
If fitting a custom bellhousing from NSK racing in Thailand be sure to fit a thick washer behind the pivot ball as if you don’t the clutch fork/throwout bearing will not be in the correct spot to contact the clutch fingers. I found this out the hard way and had to get a little creative through the clutch fork hole to slide a washer in place. Fortunately you can tighten/loosen the pivot ball through the clutch fork hole otherwise the gearbox would have had to be dropped again.
Also had a small problem with not enough travel in the clutch slave cylinder. Solution was to fit a 80 series land cruiser clutch master as with a larger bore a greater amount of fluid will be pushed to the slave giving it a longer travel. This was a non abs model which bolted straight up after filing out the cylinder hole in the firewall to suit the larger clutch master.
And that’s about all I got. Will get around to the drawers write up soon which are coming along great.
Thanks to the readers out there hope to update again soon.
Cheers,
Peter
There's some naked dude standing where your engine should be? 
