|
| PROPSHAFT |
|
| If
you are having your original prop modified then its a good idea
to have this done whilst you're carrying out the rest of the
work. The company that modified my prop offered a same day service
at no extra cost. |
| Initially
when I completed this project I had the front section of my
own propshaft shortened by
4 9/16 inch (115.5mm).
However, since then I have discovered that the front section
of the MK3 propshaft is the correct length. |
Image
not to scale
|
|
|
Its
a simple task splitting your original prop, discarding the front
section and replacing it with that of the MK3. (Ideally this
should be from the car from which you obtained the transmission).
ED: Note,
although this diagram shows the centre bearing disassembled,
unless it is to be replaced there is no need to remove it.
|
| Before
fitting to the car it would be prudent to have the whole assembly
balanced as a complete unit. Once fitted, just sit back and
enjoy relaxed cruising and improved fuel economy. |
|
|
|
| Exhaust
System |
|
|
A
problem I encountered after the initial installation was that the
centre boxes of some replacement systems are slightly larger than
others, this can be a problem as the rubber coupling on the prop
can foul.
I
found that Kwick Fit systems tend to have the smallest boxes and
are less problematic, however, to cure this problem, I have used
Jaguar XJ6 centre boxes which are considerably shorter.
These
do have to be welded into place so some fabrication is required.
|
Jaguar
XJ6 Series III centre exhaust boxes
|
| |
|
| Conclusion |
Updated
2005 |
| After
living with the conversion since 2001 I am sure it was worth
the effort, although, I do think it benefits from the MK3 gearing
(see below). Also, if the later 'T' shifter can be found, I
think this suites the interior design of the MK2 much better,
and are easier to install.
So
what's it like to drive? Well
around town I've noticed no difference, although non was expected
as the transmission remains in its lower gears, however, I
have noticed a reasonable improvement in economy in out of
town and overall driving. On a 1200 mile trip around Scotland
during the summer od 2003 I managed an average of 32.4 mpg
(this was calculated by filling the fuel tank to the brim,
diving until almost empty, and filling once more to the brim.
Then dividing the amount of fuel require to refill the tank
by the amount of miles covered). The journey was a combination
of Rural, City and Motorway driving.
|
| MK3
Rear Suspension
I
have just finished researching the requirements for installing
the MK3 rear axle and suspension on to the MK2. Coupled with
the overdrive gear and the lower ratio of the MK3 there should
be a general improvement in all-round drivability.
Although
at first glance this looks like it could be simple installation,
the MK3 rear suspension is considerably different from the
MK2, so some major modifications are required.
Since
this project was carried out, I've discovered that Ford retained
a large section of the MK2 floor when they built the MK3.
Additional mounting point were fabricated and simply welded
onto the MK2 floor to accommodate the MK3's suspension.
However,
I've never had the time to fit the MK3 axle, although, I have
replaced the dif with the 2.3 MK2 unit as this closely matches
the MK3 ratio; this is worthwhile because it improves derivability
and increases performance with no noticeable reduction in
economy.
|
|
| A4LD
For the MK1 |
| Since
posting this project, I have received several requests regarding retrofitting
the A4LD into the MK1.
The
only difference between fitting the A4LD to the MK1 as opposed to
the MK2 is the bellhousing. Although, it might be possible to exchange
the A4LD bellhousing for that fitted to the MK1 C3, thus allowing
the unit to fit behind the Essex engine. I have no information
regarding the compatibility between the two bellhousing, however,
if you do attempt this, please let me know the outcome so I can
share you experience with other enthusiasts
|
|
