VW LT40 4x4 x2 and VW T4 TDI

[Marlow]

Howdy,

I'm originally from Denmark, but live in Ireland now for nearly 9 years. I've been lurking around the forum for a good while, but never registered. Obviously that had to be remedied.

While my diesels aren't Volvo's, they obviously have the same engines that are in the Volvos.

https://lh5.googleusercontent.com/-hUnhoS7yKsQ/UKtvr5T-bhI/AAAAAAAAAMo/-PJO_5gtzNw/s903/283701_10150895609623682_750965913_n.jpg
A '93 VW LT40 4x4 with the DV D24T engine. On the right my (now bust) TDI Syncro Caravelle.

https://lh6.googleusercontent.com/-ImwPKNFbCUo/UKtv3h82sPI/AAAAAAAAAM8/IDscpwm6qTY/s903/599288_10150897217978682_1816909496_n.jpg
A '89 VW LT40 4x4 with the DV D24T engine.

I also have this '99 VW Transporter TDI Syncro
https://lh3.googleusercontent.com/-oo11rPt2d8M/UKtwWw6IvZI/AAAAAAAAANI/YeVEsv5dxck/s903/workhorse_front-bl.jpg
Both T4's would have the same engine as the Volvo 850, just at 102 bhp. The white one was specialed up to 140 bhp/240 ft-lb (bigger injectors, bigger intercooler, remap), the yellow one should hopefully be around 150-160 bhp (bigger injectors, bigger intercooler, hybrid turbo, de-cat, remap).

I do have a Volvo also (340 1.7), but with a petrol engine. At the moment I'm in negotiations for a '96 Volvo 940 with the D24TIC engine, which I then want to rebuild to near new standard, tune a bit up and shoe-horn into the white LT40, including intercooler and all.

/M

[v8volvo]

Welcome! Nice to see more LT vans on here, the non-Volvo Volvo Diesels are fun to learn about. We are also trying to encourage more participation by owners of newer diesel Volvos, 850 2.5 TDI included, so glad to see you have a couple vehicles with that motor as well. What broke on your TDI Caravelle? I'm not familiar with what goes wrong in those motors, see a lot of 4-cylinder VW TDI's but none of the fives of course, curious to learn more about them.

[Marlow]

What broke on your TDI Caravelle? I'm not familiar with what goes wrong in those motors, see a lot of 4-cylinder VW TDI's but none of the fives of course, curious to learn more about them.

Not the engine :) A concrete wall ended it's life, I'm afraid.

The TDI engines in the T4 and the 850 are in my opinion the most reliable diesel that VW ever manufactured. I've seen unmaintained engines with up to 720000 km on the clock. The same engines were also in the 2nd generation LT.

My Caravelle was tuned at 401000 km and had 440000 km on the clock at the time of the accident. The engine is still perfect and I have taken it out to be used as spare engine for the Transporter.

/M

[Marlow]

A good few bits and pieces have happened. In March, I was back home in Denmark and collected the orange LT.

With nearly 500000 km on the clock, it's not precisely a low miler, but the swedish department of forrestry has done their homework, when it comes to maintainence.

There was already a new cylinder head fitted.

Anyhow, I've so far done over 20000 km and a few issues have cropped up. Even though we did everything that needed to be done (like new timing belts, tensioners and waterpump) before I left Denmark, the oil pressure sensor failed on the way through Germany.

I managed to get to a friend in the Netherlands, topping oil up every 50 km and fixed that there.

On my next trip in June, the plastic t-piece, that sits in the coolant circuit coming from the header tank and to the engine with an overflow back into the header tank split lengthwise. Unfortunatly, I was in the middle of the UK, when this happened. As luck wanted it, a friend of mine was leaving Ireland 2 days after me to go on holidays and could bring the sparepart with him from my parts van.

I've done a good bit of work, mainly getting on top of rust issues, but also temporarily fitting out the back, using mdf for now, to get my head around my layout for the camper. It'll be done in some nice wood, when I have a precise idea about the final layout.

http://fbcdn-sphotos-a-a.akamaihd.net/hphotos-ak-frc1/1185233_10151731135503682_2043203563_n.jpg

The exhaust system had been replaced with a stainless steel exhaust, as the old one broke. Also, the original exhaust was routed over the propshaft to the right. I've now routed it directly out to the left instead.

The drivers seat has been replaced with a fully electric sports seat in Alcantara from an E36 BMW M3.

Bigger tyres have been fit.

Before
http://fbcdn-sphotos-b-a.akamaihd.net/hphotos-ak-ash4/1148791_10151663348373682_1536629025_n.jpg
Standard fitment: 7.50x16 All Terrains

After
https://fbcdn-sphotos-g-a.akamaihd.net/hphotos-ak-prn2/1236317_10151722432528682_1180596433_n.jpg
9.00x16 (or 255/100/16) Mud Terrains

After my last UK trip, I had some issues with the Turbo and my oil light flashing for a while after starting the engine from cold, even though there was enough oil.

The verdict was, that my oil pump is shagged and the bearings in the turbo are gone.

The problem with that is, that my spareparts van has a non-turbo D24, so not even the oilpump is the same. (D24 oil pump has 2 gears, D24T oil pump has 4 gears.)

I managed to get my hands on a 1997 Volvo 940 with the D24TIC yesterday, which I'm going to take the necessary parts of and eventually the engine will be reconditioned and put back together, so I have a spare engine.
http://fbcdn-sphotos-b-a.akamaihd.net/hphotos-ak-prn1/544897_10151731136113682_423079894_n.jpg
The Volvo has 182000 miles on the clock and it looks like the injector pump is clogged up, but there's a tight and resently refurbed turbo in there and everything else looks ok. Body wise, it's in real bad shape. Dented all over the place, interior mank, etc. So the best is to break that car.

To give you an idea of the differences of the Volvo and the LT engine, here some snaps

http://fbcdn-sphotos-d-a.akamaihd.net/hphotos-ak-ash3/1234323_10151731136543682_1405053844_n.jpg
VW LT engine (type DV)

http://fbcdn-sphotos-e-a.akamaihd.net/hphotos-ak-ash3/1236752_10151731136688682_1623874541_n.jpg
Volvo 940 D24TIC engine

The likes of alternator, powersteering pump etc. are bolted on in different places. The rocker cover is different in regards to where the oil cap is. The air-intake is routed differently.

But beyond that, there are no differences. So with one bust for one and one whole engine for the other things can be bolted for either vehicle.

/M

[Marlow]

And just to give an idea, how capable the truck actually is.

Here some pictures from Busfest 2013 in the UK last weekend.

http://coyote.marlow.dk/~marlow/20130908_135944_zpsccbda090.jpg
http://coyote.marlow.dk/~marlow/20130908_140021_zps555cb26f.jpg
http://coyote.marlow.dk/~marlow/20130908_140112_zps07277d9f.jpg

/M

[RedArrow]

You drive in style :)
Good rides&nice setup! Compared to USA it`s so easy (still) in European countries to find old-school vehicles that have our beloved d24, d24t or tic. And we still can`t get the newer diesel Volvos in the US. Come on!! :mad::mad::confused:

I love the front view of your orange bulldog VW.

Somehow it reminds me of a Mercedes Benz `307 D` or the 407 D which has a similar `face` and body style.
(Those diesels were equipped with the good old OM 616, 617 engines.)
http://img329.imageshack.us/img329/8099/fmfekwalttb8.jpg
http://eng.auto24.ee/used/676094

http://www.flickr.com/photos/omandry/8587118178/ -->This paint, combined with your wheels, ohhh.
OMG your car looks like a russian amphibian, the BRDM-2. Did you ever think about a matte camou paintwork?:)
It would look terrificly aggressive.
http://jalopnik.com/400207/the-ten-fiercest-russian-military-vehicles-of-all-time

[Marlow]

You drive in style :)
I love the front view of your orange bulldog VW.

Somehow it reminds me of a Mercedes Benz `307 D` or the 407 D which has a similar `face` and body style.
(Those diesels were equipped with the good old OM 616, 617 engines.)
http://img329.imageshack.us/img329/8099/fmfekwalttb8.jpg
http://eng.auto24.ee/used/676094


There was even 4x4's of those available. Not by Mercedes directly obviously. But Iglhaut, who also convert Sprinters these days to 4x4, did them in 4x4.

Here is a converted 410D
http://www.g560.com/iglhaut/igl1.jpg

I've always been more in favour of VW so, so I'll stick with that.


http://www.flickr.com/photos/omandry/8587118178/ -->This paint, combined with your wheels, ohhh.
It would look terrificly aggressive.


It had crossed my mind, but I actually like the orange color and the camo color has been overdone, from what I've seen.

The other 4x4 LT I have, which is white, was originally dark yellow and the inside still shows this, as the colorchange has been done very poorly.

I was thinking of painting it back to yellow and then giving it tiger stripes.

/M

[RedArrow]

There was even 4x4's of those available.

I've always been more in favour of VW so, so I'll stick with that.

/M

Such a lovely tricolor. 4x4 is nice too. When I was a teenager, they were still being used as ambulance vehicles, fire trucks, road service, forestry, etc, idk about now. I loved them because many of them Diesels.

Here in the USA it`s hard to find old-school setups and not too many options for diesels either unless you are a great inventor/mechanic.

I met this family when camping in Yellowstone N Park. He kept idling next to my car. I could not hear the d24t at all but it was a well built offroad gear.
He has 90.000 ($ not miles) in it so far and upgrading! Of course it has a big diesel engine, of course it is a Cummins (6L engine, it`s the USA :) )

I`m curious if a d24t could somehow get dropped into one of these vans. If it moves a Pinz, then it`s not that hard to power a van, right? I`d love to know. (Or only into the trunk of it:)? )

[Marlow]

I`m curious if a d24t could somehow get dropped into one of these vans. If it moves a Pinz, then it`s not that hard to power a van, right? I`d love to know. (Or only into the trunk of it:)? )

Theoretically, the D24T can be mated to a lot of things. The LT 4x4's are 2.5t empty, 4-5t laden.

The Volvo 940 D24TIC engine has 240 Nm (177 ft lb) or torque. The VW LT DV engine (no intercooler/D24T) has 200 Nm (148 ft lb) and the VW LT ACL (D24TIC) has 220 Nm (162 ft lb), so they should be powerful enough to pull a truck like that.

/M

[m-reg]

ive seen that camo green lt on the road its low fast and loud ! wonder if he ever looks at d24 site?

[Marlow]

Here's a video somebody send me on one of the forums, from when I went over that container ramp.

http://youtu.be/G3TdwbSMKUY

/M

[m-reg]

funny thing back in the day i never would have thought I`d end up wanting an LT van lolll

[745 TurboGreasel]

I have never seen an LT, and the dealer here does not know what one is.

[Marlow]

I have never seen an LT, and the dealer here does not know what one is.

The Mk1 VW LT was the big brother to the VW Transporter T3/Vanagon. It could be got in a gross weight load rating from 2.8 tonne to 5.5 tonne (that's what the number behind the LT indicates) All 4x4 LT's were either LT40 or LT45, so rated for 4 or 4.5 tonne. There were also non 4x4 LT40 and LT45.

They were build from 1975 (4 years before the launch of the T3) until 1996 and that's where the original D24 and D24T engine comes from.

Volvo made a deal with VW for that engine to go into the Volvo 260, 740, 760, 940 and 960 as their diesel offering. They also agreed with VW, that VW never would use that engine in a car, so that the Volvo would be the only car with that engine. If you ever open the bonnet of your Volvo, you'll see, that a lot of parts are badged VW/Audi. That's because it's a VW engine in the Volvo.

Other vehicles with that engine are for example the Pinzgauer.

VW LT's were also build on license or rebadged in Spain by Pegaso and named Pegaso Ekus.

The 4x4 variant (like mine) of the VW LT were originally developed by a company called Sülzer who build the first (I think 156) 4x4 VW LT's. All which had the 6-cyl petrol engine.

The drivetrain and chassis is based on a normal LT40 or LT45 with leaf springs front and back. The chassis is lifted, 26mm anti-rollbars are added to cope with body-roll and the axles are replaced. A transfer box from New Process was installed in the drivetrain, which is propshaft-driven and cable-operated. The same transfer box can also be found in Chevy Blazer and Jeep Cherokees.

The axles were replaced. The first 6 Sülzer LT's had Dana axles, then production was changed to axles from the italian company Clark-Hurth. All 4x4 LT's came with rear and center diff-lock standard, front diff-lock optional. From 1991 and on, front diff-lock also was standard.

VW eventually took over Sülzers development and build another 1250 or so 4x4 LT's in either tin-top, high-top, single-cab or double-cab pickup. They also added the D24 and D24T options to the portfolio of the 4x4, which already existed in the normal LT from day one. (well, I think the D24T came in the early 80's. 82 or so.)

The D24 option was soon dropped, as it didn't have enough power for the 4x4 drivetrain. So most 4x4 LT's are either the 90 bhp 6-cyl petrol or the 102 bhp 6-cyl D24T.

From 1993 then, VW introduced the D24TIC with 95 bhp, but more torque, for the LT (and LT 4x4).

At the end of the day, there's about 5 million Mk1 VW LT's build, where the majority have the D24 or the D24T engine. Out of these, there's only 1250 4x4 LT's build from around 1982 and onwards.

In 1996 the Mk2 LT was introduced, which shares the body with the Mercedes Sprinter, but has the 2.5 TDI engine, that also is in the VW EuroVan (or T4 as we call it in Europe). That same engine also sits in the Volvo 850 TDI's.

The current successor of the VW LT is called VW Crafter and is as of 2 years ago also officially available in a 4x4 variant.

/M

[v8volvo]

Interesting info. How common are those gasoline 2.4L sixes there? Wonder what they call them by -- "gasser D24" doesn't sound very official... If it was a Volvo motor they probably would have called it a "B24", but I know VW generally uses a different, and less logical, naming convention. ;)

I remember reading somewhere that Volvo was involved in the engineering for the adaptation of turbocharging to the D24. If that is true, then VW got a lot of use out of Volvo's contribution in all those TD LT's. Have you ever heard anything about that part of the relationship? I'll try to find where I read that claim -- think it was in a Volvo official publication somewhere.

[Marlow]

Interesting info. How common are those gasoline 2.4L sixes there? Wonder what they call them by -- "gasser D24" doesn't sound very official... If it was a Volvo motor they probably would have called it a "B24", but I know VW generally uses a different, and less logical, naming convention. ;)

The 2.4l petrol (or gas) inline-6 was LT only.

Volvo uses their own petrol engines (like the B20 and B23) or Renault engines (like the 2.7 and 2.8l V6 engines), when it comes to petrol.

I remember reading somewhere that Volvo was involved in the engineering for the adaptation of turbocharging to the D24. If that is true, then VW got a lot of use out of Volvo's contribution in all those TD LT's. Have you ever heard anything about that part of the relationship? I'll try to find where I read that claim -- think it was in a Volvo official publication somewhere.

I've had a look at the timeline again. From 1975 to 1977, the diesel LT's had a 2.7l Perkins engine. The petrol ones were a 2l Audi inline-4.

This was replaced in 1978 with the D24.

In 1982, the D24T then was introduced together with a massive facelift (mostly interior and engines) of the LT and the introduction of the 2.4l inline-6 petrol also.

I'm not too sure, if Volvo had input with the adaption for use with a turbo, but the Volvo variant has usually more power than the LT variant of the engine, due to Volvo often using bigger injectors and a bigger turbo.

So Volvo always has added their little touch to VW's engines.

The same applies to the 2.5 TDI inline-5 engines in the Volvo 850.

/M

[v8volvo]

I'm not too sure, if Volvo had input with the adaption for use with a turbo, but the Volvo variant has usually more power than the LT variant of the engine, due to Volvo often using bigger injectors and a bigger turbo.

So Volvo always has added their little touch to VW's engines.

I'll try to find where it was that I saw that Volvo had a role in developing the turbo for the D24. I seem to remember it was in some kind of official Volvo publication, where Volvo was trying to take credit for some part of the D24T engine whose smoothness and power they were so highly praising. ;)

Volvo uses their own petrol engines (like the B20 and B23) or Renault engines (like the 2.7 and 2.8l V6 engines), when it comes to petrol.

I had a late '80s 760 with the 2.8L French Peugeot/Renault gasser V6 once. It was a pretty nice engine to drive, smooth and quiet. Only problem was it wasn't much faster than a good running D24T and used about twice as much fuel!

[Marlow]

I had a look around again and it seems, that the brazilian version of the VW LT was rebadged in the US under the name Peterbilt Midranger.

From looking at pictures, these might only having been the MAN engined vehicles with the LT cab. These are called the G Series and were a joint venture of VW and MAN.

Would be interesting though, if the smaller LT's with the D24/D24T engines also exist as Peterbilts.

/M

[Marlow]

A few more updates. It's been an eventful week.

On Wednesday, I stripped the Volvo down and we removed the engine from that.
http://farm8.staticflickr.com/7458/9805707063_89bb2395c7_c.jpg
http://farm3.staticflickr.com/2878/9805703203_aabefb17bc_c.jpg

On thursday, we spend all day stripping down the LT, to get the engine out.
That was no easy task at all.
http://farm6.staticflickr.com/5492/9823241055_0976c248ed_c.jpg

We had to strip all propshafts, the transferbox and the gearbox first.
http://farm6.staticflickr.com/5515/9823304073_8bc1d24bb2_c.jpg

Bring the engine crane into the cab
http://farm3.staticflickr.com/2817/9823272683_a7395a1622_c.jpg

Then lift the van up on the 2-poster, while we were maneuvering the engine downwards and behind the front axle. With some kicking and a lot of swearing, we finally had the engine out.
http://farm8.staticflickr.com/7391/9823195316_185c9229ed_c.jpg

Here are the two engines on the ground, side by side.
http://farm3.staticflickr.com/2852/9823235543_50992538a5_c.jpg

Today we started moving parts, that we needed from the LT engine to the Volvo engine. Because the injector-pump of the Volvo has a problem, we couldn't test-fire the engine, before it came out. So this was done on the garage floor today, when we had the LT injector pump mounted.
http://youtu.be/_dAXQzyzu2o

It was a glorious moment.

On monday, we should be able to finish the work on the Volvo engine and then stick it into the LT.

/M

[RedArrow]

this was done on the garage floor today, when we had the LT injector pump mounted.
http://youtu.be/_dAXQzyzu2o

It was a glorious moment.

/M

Glorious&happy it was, indeed, but sooo much revving for me. :) (Was the block as happy as you? :-) ) It`s out so there`s good access to inspect+replace otherwise problematic parts.
(I heard changing the oil pan gasket is a `PITA`! ? )
What colour are you going to paint the engine maybe?

[Marlow]

Glorious&happy indeed but so much revving for me. :) Are you going to paint the engine?

Well, I'm going to clean it up. I've been considering painting or power-coating the rocker-cover, but that's down the line.

Functionality first, then beauty :)

/M

[RedArrow]

Hey you`ve paid so much for drinks tonight so take the nicer one home.

:))) You won`t get your motor out just for the paintwork! :) I always wanted to save pictures of a real `quality green-block` :)
I can`t wait for more videos. Good luck with the project!

[Marlow]

I managed to get my fingers on another 2 engines, that somebody had stored away and was flogging off now.

http://fbcdn-sphotos-d-a.akamaihd.net/hphotos-ak-prn1/548410_10151748628033682_622804937_n.jpg
http://fbcdn-sphotos-f-a.akamaihd.net/hphotos-ak-prn1/551147_10151748628113682_1967804046_n.jpg
http://fbcdn-sphotos-e-a.akamaihd.net/hphotos-ak-prn2/1239470_10151748628263682_680114514_n.jpg

A good few extra things, too. Like an extra injector pump and an extra starter. I think, I'll be alright for spares for a while.

One engine is a D24T, the other one is a D24TIC, both out of Volvos.

/M

[v8volvo]

Cool! Looks like it's coming along. Nice score on the parts, wish we were able to get the TIC motors here.

Should be a nice runner once it's done!

[Marlow]

Nice score on the parts, wish we were able to get the TIC motors here.

Actually, all you need to make a D24T into a D24TIC is the intake manifold, the intercooler and some piping.

I'm actually not using the Volvo intercoolers, as they don't fit for the LT, but have 2 pottering around. I'd say it's just gonna be too pricy to ship that to the US.

You could just use a generic intercooler with a similar or more airflow rate and generic piping instead.

There's one more difference on the late D24TIC, that instead of running the oil-cooling over the coolant circuit, they've got a seperate oil cooler. That's not always an advantage though.

The D24T and D24TIC that I got today were both coolant oil-cooled. The one out of the 1997 had a seperate oil-cooler mounted together with the radiator and intercooler.

/M

[ngoma]

Store the fan clutch vertical, oriented as if it was installed on engine.

[Marlow]

Anyhow. Here's more.

This is the Volvo D24TIC engine (engine code NV). You can see the difference to previous engines on the intake manifold.

http://farm6.staticflickr.com/5498/10009666383_945088a00c_z.jpg
Please note the rocker cover. The oil-lid is in the front.

http://farm8.staticflickr.com/7294/10009545284_1de849ea14_z.jpg
And this is the rocker cover for the LT engine. The oil lid is in the back.

http://farm8.staticflickr.com/7447/10009513124_7c44baf7f6_z.jpg
The two oil sumps. The top one is the Volvo one in aluminium. The bottom one is the LT 4x4 one in steel. The oil pickup in the sump obviously differs, too.

The later Volvo D24TIC's, like my '97, had an oil-cooler radiator instead of the coolant oil-cooler
http://farm6.staticflickr.com/5521/10009536775_c8300dcec8_z.jpg
http://farm3.staticflickr.com/2893/10009532715_98ce4ca447_z.jpg
Nevermind the intercooler. The oil-cooler is the one with the two hoses.

http://farm4.staticflickr.com/3721/10009568446_8ecaa05229_z.jpg
Due to space restrictions with the LT engine mounts, we had to fit the older type coolant oil-cooler.

http://farm3.staticflickr.com/2833/10009495544_052417f427_z.jpg
See the core plug under the injector belt gear ? That's Volvo specific. In the LT, the gearbox covers that, so we plugged the outlet with a core plug and that's that.

Next up. The LT needed to get back on the lift. We had pushed it outside while we were prepping the engines. Sure, grab any oul' yoke, like my Renault 19 16v, and pull it back in :)
http://farm6.staticflickr.com/5526/10009520905_fb4f3cb9a4_z.jpg

http://farm4.staticflickr.com/3807/10009485855_9f22cba6bc_z.jpg
Engine and gearbox in and while we were at it, we also replaced the transfer box. The old New Process 208 was replaced with the newer New Process 241 box, as my 208 has a stretched chain and jumps gears, when placed in reduction setting.

http://farm8.staticflickr.com/7436/10009399584_bd3378d38b_z.jpg
As I was heading to a car show this weekend, we didn't manage to install the intercooler yet. So I've temporarily plumbed a bit piping across the engine and bypassed the intercooler.

As you can see, the oil-cap is now in the back, as that's where the service panel is.

You'll also notice 2 oil dip-sticks. The Volvo one is located in the engine housing, while the LT one is located on the sump. So we left the Volvo one there for now, but it's useless, as it doesn't show the oil-level properly anymore. It had to be shortened due to the different shape of the LT sump.

/M

[745 TurboGreasel]

How common is the divorced 241 adapter?
And what transmission is that?

[Marlow]

How common is the divorced 241 adapter?
And what transmission is that?

New Process is an american company, based in Syracuse, New York. It's my transfer-box for the 4WD. They're used in Chevy Blazer, Jeep Cherokee, Hummer and many more. It's a simple prop-shaft driven, cable controlled transfer-box designed for lazy V8 auto-box drivetrains.

Sülzer, who designed the original 4x4 LT's, simply sourced the parts on the open market and borrowed here and there. T-case from New Process, axles from Dana or Clark-Hurth.

So they're actually common as muck :) .. There's a few VW specific parts, like the input-flange. But my plan is actually to upgrade to the Cherokee T-box, as I'll get another 4WD mode (4-high unlocked) then. Right now I've only got RWD, 4WD-high locked, 4WD-low locked.

So the transmission in my bus is the standard RWD VW LT tranny with the NP t-case in conjunction to archieve 4WD.

/M

[745 TurboGreasel]

New Process is an american company, based in Syracuse, New York. It's my transfer-box for the 4WD. They're used in Chevy Blazer, Jeep Cherokee, Hummer and many more. It's a simple prop-shaft driven, cable controlled transfer-box designed for lazy V8 auto-box drivetrains.
LOL yes, they are in everything, I probably have almost a dozen of their cases. Building an NP271 for my Dodge now, it's monstrous the slip yoke I have to eliminate (by using some Ford parts) is as big as my wrist.


So they're actually common as muck :) .. There's a few VW specific parts, like the input-flange. But my plan is actually to upgrade to the Cherokee T-box, as I'll get another 4WD mode (4-high unlocked) then. Right now I've only got RWD, 4WD-high locked, 4WD-low locked.
It was this input flange I was really wondering about, as I haven't ever seen any of the chain drive cases installed divorced from rather than mated the transmission. Should make it super easy to add a doubler box if you wanted.

So the transmission in my bus is the standard RWD VW LT tranny with the NP t-case in conjunction to archieve 4WD.

/M
I'm a stupid American, don't know what tranny an LT came with, but always interested to know more thins that hook to a D24. Do you know if the clutch is the same? I cold see the truck having some better stuff.

[Marlow]

I'm a stupid American, don't know what tranny an LT came with, but always interested to know more thins that hook to a D24. Do you know if the clutch is the same? I cold see the truck having some better stuff.

Haha. Never wrong to ask questions.

Yes, they use the same clutch and flywheel. There's just a center-bearing, that needs to be replaced on the engine (in the center of the flywheel).

Actually, I ended up with the Volvo flywheel and the VW clutch, because the VW flywheel was a bit scorched from offroading abuse and the Volvo clutch was at the rivets, while the VW clutch was at 50%.

The LT box in the 4x4's are the 5-gear tranny, that was available for all LT's. It's a dogleg gearbox, where the first gear is a crawl gear and the fifth gear is at 1:1. The max speed an LT would go at was varied, depending on what rear differential you ordered it with.

/M

[jbg]

Store the fan clutch vertical, oriented as if it was installed on engine.

Why is this important? Mine was stored in my trunk laying down like in the picture for ~2 months. My fan always seems to spin even when the engine temperature is cool -- could storing it like this be the reason?

[ngoma]

"Please note that all viscous clutches MUST be stored upright – i.e. in the same position they are in when installed on the engine. This is to ensure the oil does not leak out, because if it is stored flat (on its front or back) it will leak and will fail."

http://www.masterparts.com/products/cooling/fan-clutches

Also, I have heard that the silicone fluid can leak and contaminate the bearing lube.

[Marlow]

They're actually feck all use to me, but sure, I've stuck them on the shelf.

It's one of the parts, that differs between Volvo and LT again. My fan is directly mounted to the crank. Some of the smaller LT's had a viscous-fan, but placed slightly different.

/M