Specifications
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Nyathi is based on a year 2000 model "Rest of World" specification Land Rover 110 left-hand-drive 300Tdi Station Wagon. The RoW spec. includes heavier duty springs, and the simpler 300Tdi engine instead of the TD5 diesel. 

bulletEngine: Standard 300Tdi (2.5 litre intercooled turbodiesel). Allisport intercooler, raising power from 82kW to an estimated 95kW, and torque from 265Nm to an estimated 310Nm
bulletGearbox R380 5-speed
bulletTransfer box: LT230, with integral locking diff. Reduced high-range ratios (as used in 4-cyl petrol 110 models). Standard low range ratios.
bulletCrawler box: Ashcroft-built, pneumatically operated 2-speed reduction, 1:1 (High) and 2.69:1 (Low). The crawler ratios can be engaged/disengaged via a momentary switch in the cab. To prevent accidental changes of ratio when the vehicle is moving, a separate Master switch must be pressed at the same time as the ratio selection switch.
bulletOverall Gear Ratios: I will add a table of all 20 forward and 4 reverse gear ratios when I have time... Low range first gear with the crawler engaged is about 117:1!
bulletFront Axle: Standard Land Rover axle, with Ashcroft-built heavy-duty half-shafts. ARB pneumatic locking diff fitted, switch-operated from within the cab.
bulletRear Axles: Land Rover 90 axles, with Ashcroft-built 110 heavy duty half-shafts and drive flanges. ARB pneumatic locking diffs fitted, switch-operated from within the cab.
bulletDrive to Axle #3: A standard LR 90 (Rover-type) differential is used in Axle #2. An Ashcroft-built drive unit uses a modified diff-casing, and a longer pinion. There is an encased chain-drive from the pinion to a rearward facing drive-flange, mounted over the diff-casing. A short propeller shaft from this flange drives axle #3. Drive to Axle #3 is pneumatically engaged / disengaged via a switch in the cab.
bulletTyres: BF Goodrich MT 255/85-16, on Wolf type heavy duty steel rims, with optional tubes. 3 spares. Changed to Firestone Destination MT 265/75-16 on Procomp heavy duty steel rims, tubeless (tubes optional).
bulletDimensions: Wheelbase  2794mm / 3810mm (110 in / 150 in). Overall length including winch bumper and Nato hitch  - 5895mm. Overall height (unladen, including roof railing) 2380mmm. Overall width (wing mirrors folded in) 1870mm. Gross vehicle mass 5000kg.
bulletFuel Capacity: Tank A 188 litres. Tank B 198 litres. Tank C (standard tank) 74 litres. Total 460 litres
bulletWinch: MileMarker H12000 2 speed hydraulic, with dedicated belt-driven pump. 4800kg rated single line pull (1st drum layer). 30m Amsteel Blue 11mm UHMWPE rope, breaking strain 10500kg.
bulletSuspension: 110 high capacity rear springs, heavy duty OME front springs. Bilstein shock absorbers all round. Airlift airbags in all 4 rear springs. To accommodate new wider tyres, changed to OME +2" shock absorbers all round, and OME +2" springs in Axles #1 and #3. (Shorter springs on Axle #2 help to reduce cantilever load on the centre).


This is the crawler box made by Ashcroft.

Some of our choices may seem odd, but by and large we had what we think were good reasons behind them. For those who may find them interesting, I have outlined the rationale behind some of the major mechanical and structural decisions.

Firstly, the vehicle was designed and built with the following objectives:

·        It was to be based on a modern Land Rover, which is generally field-serviceable, which lends itself to extensive modification, and for which spare parts are widely available.

·        It was designed to have a maximum gross vehicle mass of 5500kg, though it is expected that the actual total mass will be under 4500kg. (Note: Now that our journey is under way, we have had the vehicle weighed twice so far, and unfortunately, the actual travelling weight is between 5000kg and 5500kg, depending on fuel and water). It is hard to determine the “unladen” mass, given that so much of the equipment is fitted to the vehicle.

·        Its fully-laden off-road ability should equal or exceed that of a fully-laden Defender 110. The six wheel configuration gives the load capacity; the off-road performance requirement requires that the extra axle be driven.

·        The vehicle was to use standard (or upgraded equivalent) Land Rover parts where practical. Where this is not practical, the vehicle should remain capable of being driven if these non-standard parts are broken or removed. In particular, should any non-Land Rover components in the drive-train fail, the vehicle should retain at least a 6x4 capability until the parts can be replaced or repaired.

·        We wanted a range of over 3000km (in good conditions) between fuel stops. This is mainly to allow us some flexibility in choosing routes / refuelling points (skipping expensive sources of diesel, for example).

·        The sleeping quarters were to be sealed when not in use, to prevent dust getting in, invasion by insects etc. When in use, we wanted good ventilation, direct access to/from the interior of the vehicle, and effective, robust mosquito netting. It should be usable even in very windy conditions.

I will add some specific information about our choice of tyres, gear ratios etc etc. when time permits.