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Aug 20, 2019 13:56:02 GMT
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A couple from the weekend at Dalemain Classic & Motorsport show. First off, an 86" Land Rover with a 1957 Willerby Vogue Caravan, one of only 5 or 6 surviving examples. And secondly, my 110 with trials motor on the trailer. Considerably muddier than when it arrived as it did a few runs round the autotest course in the afternoon. 6th fastest out of 15 runners wasn't bad.
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Aug 19, 2019 20:01:24 GMT
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Don't log in for six months and see what I miss...
Cool to see someone elses photos of the old crate. If I think on I'll look out a copy of the article and post it up here so all can see. (Spoiler alert, I wrote it)
As above, currently parked waiting for a major refurbishment, slowly gathering odds and sods together to do the job, then I need to find some time to do it.
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It was a good one, the reveals and owners reactions to seeing their cars restored is one of the better bits of the programme.
It's been better this series with less of the Tim Shaw 'schemes' to get stuff for free too.
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Mar 18, 2019 10:36:02 GMT
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That's a very long finger.
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For me the latest Range rover and Range Rover sport look good. I quite like the Sport, but the current Range Rover seems a bit like it's trying to hard, it looks like a Range Rover, but the L322 pulled it off better. Colour and wheel combo can and does make a big difference with them though. I've really come to like the Discovery 3, it's a nice clean shape which is quite distinct from its contemporaries (you know it's a D3 from a distance) yet also quite recognisable as a Discovery. I know the D4 is basically the same shape, but the added blingy styling clutters it up somewhat. I've also got quite a liking for the facelift Disco 2. Again a fairly distinct shape, and one which has aged well, the first ones are over 20 years old now (30 years for the original shape from which it evolved) and don't have the dated look of some cars if a similar era.
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Someone will be able to add a LOT of info to this - but weren’t Perkins diesels old designs that kept on and on? It depends which engines you look at, as they made a lot of different types. I'm not that expert on them, but I do know that the 4.236 and 6.354 (4 and six cylinder engines of roughly 1 litre per cylinder in capacity) engines were pretty long lived. The 6.354 started production in 1960, and with a few updates was finally discontinued in 1996. The Phaser (or 1000 Series) were also based off the basic 6.354/4.236 designs and lasted well into the noughities, if not still being built. Other engines? The Leyland O Series, which debuted in 1978, and later evolved into the M and T Series DOHC engines, last sold in 1998. It also changed fuel types, and evolved into the Perkins Prima, and latterly the L Series Diesel -which continued until the demise of MG Rover in 2004- whilst some of the basic architecture (rod design and cylinder dimentions) were adopted for the 'Storm' diesel engine project, which eventually went on sale as the Td5 in Land Rover Defender and Discovery, production running until 2007.
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Feb 10, 2019 11:35:01 GMT
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Any bearing stockists nearby? If you can take them an old one, or a thorough description (with sizes etc) of what you need thentheres a good chance they'll be able to sort something.
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BMW M52/M54 are strong candidates in my eyes. Relatively compact, light compared to a lot of V8's, strong torque curve, and if you want big power figures they turbo well up past the 450bhp mark.
The best part of all, people aren't 'that' interested in them, so its still possible to pick them up relatively cheap.
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Jan 21, 2019 13:11:02 GMT
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Worth a visit by all means. The Donald Campbell/Bluebird exhibit is pretty good too.
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Jan 21, 2019 10:32:57 GMT
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I'd try Clutchfix. They do all sorts of stuff, including custom builds, and refurbishment work. Http://clutch-fix.co.uk
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Jan 20, 2019 14:00:36 GMT
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Plans, a decent reliable car. Standard problems? Well... Initial inspection showed the chassis to be generally good, a bit of welding done a year or two previously, but the only visual letdown (considering I was lieing under it in a field) was that the N/S/R spring seat had escaped it's welds and was now relying on the inner arch/boot floor to keep it roughly in place. Not a deal breaker by any means, I've saved worse in the past, and as I've already mentioned; It's a £400 Disco. So, on the lift, wheel off, spring out and here's the starting point. It became apparent it was going to get worse before it got better, the white stuff visible is remnants of fibreglassing. The inside wasn't much better when I started to it, whilst it became apparent that the previous 'repairs' were playing over the rot, rather than cut it out and replace, so I kept cutting... Then adding fresh steel back in to keep some structure, and replace the rot. Then a bit more on the inside. Then repaired the spring seat... Welded it on. And added the spring to make it all self supporting again. There was quite a bit of rotten steel came out, over a total of about 18 hours. A bit of a wash, and 2 front sidelight bulbs saw it MOT worthy, and it left the testing station with a pass. Straight into use, we got to enjoy such modern conviniences as the Curry hook, and a few other refinements in which my 110 is lacking. The first weeks running was trouble free, but for The development of a squeak from the front propshaft, a common Disco 2 issue of the -non greaseable- ouble carden joint at the gearbox end falling apart. Being a thrifty chap, I wasn't keen on spending out on a new propshaft, so instead raided the parts stockpile and found a more traditional shaft from a 300 Tdi Discovery. Fitting the 300 Tdi item required swopping the front output flange on the transfer box for one to suit (the D2 one has a larger PCD) but was a straight swop over by the simplest of definitions, and left a propshaft with greaseable joints either end. All continued to go well until one afternoon I got a phone call from herself saying it wasn't going into gear properly. Some diagnosis revealed the clutch was likely bollocksed, so back on the lift and pull the box out to find a 4 piece clutch kit. Not sure where the rivets ended up, but not worth worrying about. £200 saw a new clutch kit arrive from Clutchfix LTD, including a nice billet release bearing. Fortunately the flywheel was in excellent condition. Very grateful to my mate Jack for coming out for the evening to give me a hand getting the box back in, it was a pig of a job for 2 of us, I can imagine it taking twice as long if I'd attempted it myself. Since the clutch, it's been racking up the miles, the main highlights being finding an 18" rim for the spare to match the others on the car, and a couple of tyres, a bonus buy at £15 each for nearly new tyres from the local breaker. I was also fortunate enough to get hold of a couple of key fob chips from scrap vehicles for next to nothing, and bought a pair of refurbishment kits on eBay (£8 to my door) and another £10 spent on getting the fresh blades cut to suit. 15 minutes with my mates Nanocom saw them programmed to the car, and we had two new programmed keys for it for less than £20. It's taken a bit of time and effort, but doing some sums with purchase price, parts and MOT, we've got a good solid (and quite well specced) car for less than £800. What's not to like? Pictured with my 110 (it's looking a bit rough recently) And this one, just because it looked good.
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Jan 20, 2019 12:25:59 GMT
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We've had the car a while, I've do e a fair bit of work with it, clocked up some miles, and I've become quite fond of it in that time, enough to leave me thinking it would be good to post about it. So, here we go... The thought of buying a Discovery came about after the other half tabled a request for a 7 seater, the Leon we had at the time wasn't a bad car, but wasn't great for shipping children, dogs and other assorted curse word around the countryside. Having had a selection of people carriers pointed out to me in various adverts (Zafiras, Sharans, Sedonas and other equally horrible machinery) I mentioned a Discovery and was met with some resistance, 'I don't like modern Land Rovers' being the main complaint. A week or 4 later I had a message from a Land Rover owning mate asking if I had any interest in a Td5 Disco that was up for grabs, the guy was under some pressure to get it moved on, and was only looking for £400, this was enough to peak my interest and I went to have a look. It had a few dents and scratches, smelled of dog, and needed a bit of work. However, the engine was pretty crisp, the gearbox nice and tight, and factory fit solid anti roll bars The fact it was also a facelift model meant that as an absolute worst case scenario I could break it up for bits and at least double my money. I returned home that evening and informed the good lady that I'd bought her a Discovery, initial scepticism softened some when shown a few pictures, and moved on to 'It's alright actually' when she sat in it after I picked it up the following weekend. More later.
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The Isuzu 2.8 diesel engine was the one to have, although the V6's weren't bad either.
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Dec 29, 2018 13:46:50 GMT
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I'm leaning towards L322 as seem available for similar money to P38. Worried about gearbox on L322 as it seems if it goes most places can't fix even Ashcroft transmissions. Apparently needs torque converter put on a dyno? Not sure on the gearbox rebuild thing, but it's only the early (3 litre) diesel with the 5 speed GM Autobox that gives particular grief -a ticking bomb after 100k miles- a shame as the BMW diesel lump is pretty bomb proof. The rest use either 6 or 8 speed ZF boxes, which are of the usual ZF quality and reliability. The 4.4 M62 V8 isn't really much -if any- worse on fuel than the diesel, I've seen them doing mid 20's on a good run towing a Mustang in a Race Shuttle style trailer. There was a mint early 4.4 V8 with a full service history for sale local to me a few months back for £5k. If it had a black (rather than cream) interior I'd have considered selling my 110 for it.
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Dec 26, 2018 21:09:15 GMT
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A few of my 110 (and colour coordinates trailer) doing it's thing over the past 12 months. Dragging a Lincoln Town Car along, it made the 110 look small. Picking up my One Ton project from storage. At Sedbury Layby (Scotch Corner) on the way home, having picked the lightweight on the trailer up from Market Rasen. A frosty Sunday morning, heading off to a CCV trial at Edenhall near Penrith. The old bus does the job well.
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Dec 26, 2018 18:07:50 GMT
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A quick nosey at something like Parker’s or Honest John normally gives their biggest weakness if you fancy playing the mid-life car gamble. Agreed, Honest John is excellent for a comprehensive and unbiased review of a car. As mentioned elsewhere on the forum, I was left with the request from Woman for a 7 seater to replace the 2003 Leon (1.8 Petrol) she was running. Must admit the Leon wasn't a bad car, it did everything asked of it. Reliability wise; over roughly 35-40k we had the car -asides a few oil changes- it required a track rod end, a rear spring, 6 tyres and the cable for the inner handle of the drivers door. Rather glad it went as the clutch was beginning to serve notice, and I didn't have much ambition to do it. However, for a £700 car you can't say much bad of it, particularly as it still earned £500 when we sold it. The replacement is a Td5 Discovery which I picked up for £400 from a lad who was otherwise going to break it for scrap threw some time (and a clutch) at it, and off it went. Despite initial reservations she loves it, and I've developed a fondness for it too,as a bonus I find it much more comfortable to drive than the Leon. It's had a few quid thrown at it to deal with a few issues that have popped up, but for the age, the miles it covers, and what I payed for it to start I really can't knock it. Plenty space for the kids and dogs too. It's maybe not everyone's cup of tea, but I'm a big fan of the old bus.
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Dec 25, 2018 14:22:18 GMT
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My current 110, BMW powered. It doesn't do any heavy off road work because it's my main car and the idea of spending a Sunday evening fixing it because I need it to go to work the next morning lost appeal a long time ago. The other half's Series III, again not heavily off roaded, currently waiting for a chassis and bulkhead... My old 3.9 Auto Range Rover. A 300Tdi Auto Disco which I had shared custody over with a mate. It was used for all sorts, including Rally Recovery under the 'Atlas 3' callsign. My old GS 101 Forward Control, it ended up with the 3.9 and Autobox from the Range Rover in it. And a 90 Station Wagon which was on the factory press fleet for the 1988 model year. Converted to run an injected 3.9 rather than the original carb V8. The exhaust was decidedly loud. My old 2.25 Diesel Series II. That concludes my nostalgic tour back through my photobucket archive of (half) the current fleet, and previously owned ones from years past.
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Dec 25, 2018 12:14:53 GMT
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A 200 Tdi auto will tow well, if not slowly, they can certainly be a bit lame off boost.
With the engine tweaked they're capable of burning out the lockup clutch in the torque converter without adding a trailer. Ashcroft offer an upgraded torque converter to suit, whilst a bigger oil cooler isn't a bad idea with a ZF 4 speed that's going to be used for towing.
A 2.5 petrol in a 110 will get you there, but in a more leisurely fashion, but using a similar amount of fuel as with a healthy V8.
There's enough P38's out there that you can afford to be picky, there's still some good ones out there, and the diesel manual ones aren't bad with a power chip on them. I've also heard people have had good results swopping the EDC pumps for mechanical ones from the M21 and tweaking the fuelling/Boost to suit.
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Dec 22, 2018 20:52:36 GMT
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My old Range Rover had 3 tanks. The original conversion had the 3 way ball valves described above, and they made it do odd things, usually making it seem like it had run out of fuel.
The best thing it had done to it was to take the ball valves out of the T's.
The tanks equalised the gas level between them, and allowed the gauge to work fairly accurately with a single sender between 3 tanks.
It had an 80 litre tank in the boot, and a pair of 35 litre ones underneath, it was wired so the 80 litre was the main tank (with the level sensor) and the two underneath had a separate 'on' switch, so you could run the tank in the boot down and switch the bottom ones on as a reserve (which would then equalise pressure with the main tank) or leave them on and let them all empty equally.
Control wise it ran an OMVL Millenium (a rebranded AEB Leonardo, most LPG electronics are made by AEB) which sorted switching between petrol and gas, along with having a lambda sensor in the exhaust that worked with a linear solenoid in the pipe between vaporizer and mixer which altered the gas feed to keep the mixture as close to the ideal as possible.
Lucas efi is also simple enough that you can cut the petrol side off by switching off the power to the injectors. Easily achieved by fitting a 5 pin relay in the wire, and have it tripped by the changeover switch.
Simple really.
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Dec 22, 2018 20:14:38 GMT
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UMMdates.
Awesome!!!
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