SCREWBALL continued...
BARWORK
Nothin’ off the shelf here - it’s all handmade right from the neat 1.25in black-tube front bar to that awesome tray. Obviously, Screwy doesn’t plan on carrying too much gear on long trips; rather there is only room for a spare wheel, which is recessed, and a scuba tank, which is used for fast tyre inflation.
Under the sills, a set of 2.25 diameter, 4mm-walled tube, acts as rock sliders to protect paintwork.
DRIVELINE
While the four-speed, SD33 six-cylinder 3.3L diesel may have suited those folk who punted about in Patrols in the early ‘80s, it didn’t take long for Screwy to figure he was a 2000 type of fella, and nothing short of a V8 and five-speed would do. So, a 5L gas-induced Holden V8 was mated to a diesel MK manual five-speed via a Castlemaine Rod Shop cast-alloy bell housing and the standard MQ transfer case. The advantages of the new five-speeder are two-fold - higher top gear for easier high-speed running combined with a lower first-gear ratio to allow good, slow crawling speeds.
A mixture of Holden pressure plate, Nissan diesel clutch plate and a custom-spun brass spigot bush allows proper fitting and smooth gear changes. To connect the standard diesel radiator to the V8 block, a mixture of general radiator hoses and metal tubes was used. A homemade extended fan shroud and twin 16in Davis Craig thermofans keep the whole show running cool. Screwy was the first to admit the hardest part of fitting the new engine was the conversion from the OE 24V system to the newer 12V. All globes, wiper motor, ignition and engine management were traced and replaced - no mean feat for someone that had no idea on ‘lectrics to start with - good job, Screwy!
Sending drive to the front diff is a homemade two piece, double cardan, square-section shaft with slip joint. Screwy figured it would be stronger than the round version and offers heaps more slip than a standard splined joint.
The rear driveshaft is a long-wheelbase wagon shaft with spacer that fits perfectly with the lengthened wheelbase. Diffs are 4.625:1 MK Patrol units, both of which are packed with ARB Air Lockers. To steer the MQ, Screwy scored a high steer kit from Off Road Industries, which was fitted at home. The adjustable heavy-duty draglink from the steering box to the custom solid-billet-steel upper kingpin, combined with the power-steering unit, manages to turn the 38.5in rubber easily.
The draglink is fitted with a GQ left-hand-thread ball joint on one end and a 75 Series ‘Cruiser ball joint on the steering-box end. A tie-rod-mounted standard-type 4Way steering dampener combined with a draglink-mounted return-to-centre 4Way dampener cushions the blows to the steering wheel.
PANEL WORK
Screwy was keen to up the ante in ride height without going ridiculously over the top. The 8in suspension lift and 35mm body lift have been enhanced by the guard trimming - which gives the MQ a much higher-looking stance without actually being so. His MQ started life as a shorty, which was ditched in favour of a ute cabin with the help of Judd Panels down in Victoria. The guards have been trimmed by 5in, all the rust removed and a full respray performed to come up with the smooth green panel work you see here.
Once Screwy got his cabin home (on the back of a trailer), he and his mates lifted it into position on to the chassis rails. The rear ends of the rails have been docked to provide a better departure angle. To gain extra eye height, Screwy has even fitted a pair of Recaro buckets as high in the cab as possible - which all helps during those rock-hopping manoeuvres.
BRIEFLY
VEHICLE: 1982 Nissan Patrol
ENGINE: 5L V8 Holden
GEARBOX: 5-speed manual
4WD ACTIVATION: Part-time, stationary engagement, manual-locking front hubs
SUSPENSION: Front - rigid axles, leaf springs, Monroe dampers. Rear - rigid axles, leaf springs, Monroe dampers
BRAKES: Front - solid disc. Rear - drum
WHEELS: Steel, 15x8in
TYRES: Interco Super Swamper 38.5x12.5x15in
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