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Oh man that's devastating! Hope it fires up once dried out.
It could just be the input power regulation on the ecu has popped and the actual "brain" bit could be ok. The outputs of the controller would "float" causing spurious triggering of things.
Edit: no pun intended!
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yeah october 1980 from memory was rationalisation date, maybe it was late registered ? mine is august 1981 build but wasnt registered until 1982 anyhoo youd know if it was a rationalised axle as youd have the biiiig twin slave 109 front brakes, 24 spline shafts I've only recently googled my vin, it turns out mine is a 1979 CKD (complete knock down) model, registered in Solihull. So it maybe left the factory in kit form and been assembled by a dealer near by?? Although they could easily have been changed later, the indicator and side lights are in the same configuration as on Australian CKD assembled machines. Might mean nothing other than I'm a massive nerd for knowing that! *reason for edit, Tried adding a pic with my tablet, turns out that it doesn't work and i did a blank post...
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Sept 30, 2021 20:29:17 GMT
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Part 5 – An International Disaster By now it was mid 2009, there were a couple of things that happened around this time which derailed any serious work going on with the Landy. Firstly I crashed my Surf, buckling the front bumper and crumpling a wing in the process. It was still drivable but looked a bit worse for wear. In my quest to find a new front bumper a second hand winch bumper turned out to be cheaper than sourcing a second hand stock front bumper. I only needed to fabricate a mounting bracket for it. The Landy was now in the way as I needed some room in my garage to work. One afternoon I got the Essex hooked up with the basics, the battery was left loose and the exhaust system held itself up. She fired up after pouring some petrol down the carb barrels and ran enough to get the Landy down my drive where I dumped it in front of the house. It ran pretty rough but I’d only done the static timing at this point. It sat abandoned in my front garden for some time. The postie used it as a parcel drop off as it wasn't locked and a local cat would climb in through a missing floor panel and sun himself in the back from time to time. A couple of months later the second derailment came. I went out and made the worst purchase of my life so far in the form of an International 574 tractor. I had some jobs that would have been made easier with a tractor with a loader but I managed to by an absolute heap that has been broken in some way most of the time I’ve owned it. The next year and a bit I spent my mechanicing time either rebuilding the Nash or maintaining my daily drives. This is the first pic I took of the Nash, it came with all the panels and a front loader but broke on the way home so was dismantled pretty quickly! I fabricated a winch bumper bracket (I’d no intention of fitting a winch so no prevision made for one on the bracket) and got the Surf looking respectabl-ish again. I did manage to do another steering wheel swap and got a nice Series 3 wheel with a leather cover in a straight swap for the BL one! Boost! I’d also clocked that I needed to do some additional work to the Landy other than finish the engine install. My “chrome” swivel balls on the front axle were somewhat devoid of chrome so I bought some new swivels and a rebuild kit even though I had 2 dead Landies that could have supplied parts. On the strip down I found one of my UJ’s was burst so I stripped down the Lightweight’s front axle and used the half shafts out of that. I should have just swapped the axles but there must have been some reason I didn’t. I do remember that the hub bearings were different sizes so I just swapped the drive shafts and used the flat end caps. One think I found puzzling was my Landy was registered in 1981 which was a change over year for a lot of parts on these but all my parts were the older spec. The original axle end caps. Military spec ones, just to be different. The axle job was done on the odd evening now and then and I was well into 2011 before it was actually fitted!
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Sept 27, 2021 18:27:30 GMT
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thanks for taking the time to write up your stories, they are a good read ive wondered why there arent many land rover threads on here, i guess its because they are a bit of a "scene" car and a very well catered specific one at that (on par with bugs, minis and campers imho) i also thing theres a perception of being an everyman vehicle, everyone and their dog has one, but in actual fact they only sold 1.2 million series and over 900,000 of those went straight onto boats for export. i think the perkins engine can be described as "venerable" which is a polite way of saying respected but does not exceed expectations look forward to further 3 litre shenanigans Thanks, annoyingly I had parts 5 and 6 written up but I've managed to delete them by mistake! Be a couple of days before I get it written up again! There are/were quite a good few Landy specific forums but the quality varied massively! Out in the wild I've only passed 3 or 4 series on the road in the last year or two, I suppose they weren't the best lockdown transport!
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Sept 25, 2021 9:12:53 GMT
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Well, it all ground to a halt today. Was out bedding in the new brakes, car running and driving the best it has. Took off from a stop with a little vigor, comes on boost and pop, suddenly it feels like its come out of gear and free revs. I try selecting a gear again, so change. Turns out I've lost all gears, including reverse. I have also lost all the fresh new gearbox oil all over the flat bed tow trucks deck. The car can be pushed forward when in reverse and backwards when in a forward gear, so the wheels feel detached from the gearbox. No grinding, no rattling, nothing. Just no gears. At least it looked really good sitting waiting for the tow I'll need to jack the car up tomorrow and see what's given way. No result is good, as it all basically comes down to gearbox out and a rebuild. Maybe its time to get a Type B or Quaife, if that's whats gone. this post triggered that "sick in the bottom of my stomach" feeling I get when one of my own breaks down! I'm sure you'll get it driving again though, always a pain having a big job thrust on you like that!
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Sept 15, 2021 17:13:14 GMT
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Part 4 - The Best 4x4 by Far I'd had some reasonable distractions while trying to get the engine bay prepped for the Essex install. It was during this time that the Perkins engine in my Diesel Landy decided to make a break for it. I was getting pretty bummed out with all the time I was having to spend trying to keep these vehicles on the road. My girlfriend was about 7 months pregnant at this time and was probably worried I was going to make another poorly thought out purchase. She seized the moment and suggested we go look at a new 4x4...….at an actual car dealership. We went to a local 4x4 dealer and had a nosey around. There was a short wheelbase Defender that I was interested in but after a look over I realised it was about as knackered as the junk I already owned. It also cost more than all 3 of my previous purchases put together! Everything else was either too expensive or too not a Land Rover. The girlfriend found a medium sized Toyota that was reasonably priced and said she’d like to take it for a test drive. By this point I'd given up the fight so we returned to the showroom and pointed to the Toyota (a Hilux Surf), the salesman gave another employee a nod and proceeded to distract us of several minutes. Eventually he let us leave the showroom where we found the other employee at the Toyota with the bonnet up, a battery, a jump pack and another truck running, all connected with jump leads trying to start the smaller yota. This looked like my kind of car. We went for a test drive, returned and put down a deposit. That Toyota became my favourite car for a number of years but something didn't quite sit right at first. I sold it to myself by thinking; I hadn't bought a Toyota, I'd just upgraded every part of my Landy with Toyota bits. Back in the shed I thought I'd better have a wee keek inside the Essex before I threw it in the Landy. Stupidly I'd not covered it up while all the grinding and cutting was going on and it had a thick layer of grinding dust on it, with no cover over the carb inlet. The rocker covers came off to reveal an absolute mess of emulsified goop. The oil in the sump wasn't emulsified so I thought it might just be a build up of condensation but I decided I'd take the inlet off to clean out any stray grinding dust and while I had that in bits I might as well take the sump off and clean that out. While that was off I thought I'd pop the heads off as I'd bought a full gasket kit anyway. Over a number of weeks and then months I ended up with the whole thing stripped to the block. A friend at work told me to pay particular attention to the big end bearings since he'd had trouble with his V4 version of the engine back in the day. Right enough the bearings were all well worn with large amounts of the bearing surface gone. No issue, I thought and ordered a set of new bearings and did absolutely no other checks whatsoever to determine the condition of the crank. This camshaft bearing looked like it had a chunk out of it. I ordered new bearings but realised I couldn't fit them myself. For the first time I looked for specialist help and took my block to a local engine builder to get the new bearings fitted. I only took the block, cam and the bearings, not thinking about taking any of the other parts, like the crank, to get inspected at the same time. Along the way I'd found someone on a Land Rover forum looking for a smaller steering wheel. I had a Montney one fitted in the Petrol Landy that I wasn't that keen on and he had a Leyland car one in his. We agreed to an exchange and each popped our wheels in the post. The Leyland one was a little bigger but looked a bit naff. I wasn't going anywhere soon so it would do for now! After quite some time I got my block back from the engine builders and went into full rebuild mode. I slapped in the new bearings, oiling everything up on the way. Not once did I measure anything or check any tolerances, just chucked it all back together! Everything turned over alright when the bolts were torqued up so I cracked on. By June 2009 I had this lovely looking future train wreck all assembled.
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Sept 8, 2021 14:22:24 GMT
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Well just like the subject of this thread life got in the way and derailed my thread! Back on it now with "Part 3 – The V8 minus 2" I’m going to wind the thread timeline back to the end of the first post, November 2007, when the Petrol Landy was running but in a bad way. I wasn’t sure where to go with it, the original engine would easily have been repairable by a competent mechanic but I’d still not get the magical performance out of it that I wanted. That would also require me to actually ask for help as well - I was much more of a stubborn, struggle on with it myself kind of person. I started thinking of engine swaps, slightly better than tractor spec diesel engine swaps though! I had friends tell me to put a V8 in it, fuel economy wasn’t any worse than standard but way more power. To make things easier I actually had a rover V8 with twin SU carbs from an old Ranger Rover that my dad had swapped out for a tractor spec diesel a number of years ago. What I didn’t have was any of the other bits or any clue of what those bits were and where/how they fitted. By now I’d also realised I didn’t have the skills to pull off a job like that either. A couple of weeks later I was back looking thought the Scot-Ads paper again and spotted an ad for a Series 3 fitted with a Ford Essex V6, again not that far from home. It was listed as a trials machine with no tax or mot, priced as "offers". I skipped over the detail about it being a trialler and started looking up info on the Ford V6 conversion. Digging up details on the net showed it ticked a few of the requirements, I wouldn’t have to make major modifications to the bulkhead or chassis and it was a relatively decent match to the Land Rover with lots of torque. Youtube had a few poor quality videos of Essex's with short exhausts that sounded really good too, those video's pretty much sealed the deal. The thinking was if this had already been converted then it would have all the bits required to get the engine running in my first Landy, and my near scientific level of research all pointed at this was the right engine for the job. This is where I need to insert one of those Guy Ritchie travel montages from Snatch, except replace the phone with a Motorola Razor, the whisky with a cup of tea and the plane with my smoky diesel Landy slowly and noisily trundling off with a transporter trailer. After a very slow trundle back home I unloaded my new purchase and gave it a run. It was battered, the chassis had a bent rail, buckled outrigger and the wrong rear cross-member, which was also bent. The body work was also battered. Apparently the previous owner bought it unseen off ebay and it arrived with a roof held on with tie-wraps and rubber hoses used as exhaust joints. He’d used it for trialling but said it wasn’t really competitive against the army of Jimneys so was punting it. The engine ran alright but the gearbox was stuck in 4x4. There is no central differential on these things so after having a hooli round a field I struggled to get it manoeuvred into the workshop as the tight turns required had the front axle jumping and making horrendous noises as the front wheels tried to turn at the same speed as the rear. The vehicles were in different sheds at this point, 2 miles apart. The transplant was going to be done in my small 1 car garage at home while I kept the Lightweight in a field at my mum's and planned to remove the engine in the shed there. Enthusiasm was high, I set about pulling the 4 pot first. After battling a lot of rusty and siezed bolts the front bodywork came off and I got my brand new engine hoist in about the engine. This part wasn't too difficult, there were quite a few extra self tappers used to hold the floor panels and the original screws and clips were all seized but the excitement of V6 noises was driving me on. This was all new to me at this point so lots of head scratching was required to figure out how things might come apart. I had a few good ideas like I was smart enough to put the nuts/bolts and screws into labelled jars. To balance out my smart thinking I inadvertently worked myself into a bit of a hole as I had driven the Petrol Landy engine first into my relatively narrow garage. I'd now pulled it’s engine out and realised I’d not thought about how I was going to get the old engine out the garage and the V6 in... Back with the Lightweight I did the same thing, drove it into the shed engine first. This time I I'd thought about it, I needed to get the engine under the block chained to a roof truss. Afterwards I'd pull the carcass out with my surviving Diesel Landy. The condition of the Essex wasn’t really causing me any concern at this point, it was just a bit muddy right?!. I found some right proper “lateral thinking” had been applied to the install. The air filter was held on by the bungee going over the engine bay. Under the pancake filter a tin of dried baby milk with the bottom punched out had been attached with pigeon poop to the carb filter plate. The bottom plate of the air filter had a large section cut out of it too, must have been to improve air flow of something! The crankcase breather/oil catch can was a Stella can with some very carefully and neatly punched holes in it forming a little grill. The builder obviously put some effort into the install! Floor panels, engine accessories and other parts were held in with a mix of roofing bolts, tie wraps, dried mud, sand and gravel but as I was now a seasoned Landy engine remover I knew where to look and got the whole thing pulled out in an evening. I dragged the Lightweight out with my Diesel Landy and planted in a field. I dropped the Essex onto a twin axle trailer and headed round to my garage. As soon as I arrived I'd realised I'd snookered myself even more. There wasn't room to park the trailer on the street and unhitch so I had to park on my drive. There wasn't any room there to unhitch either and not be left with a trailer in the way of the garage or a Landy in the way of the trailer so I ended up pushing the Petrol Landy by hand at least 5 car lengths (on gravel) before I could snake the twin axle trailer in past it and into my garage. I then snaked the trailer back out and went to drop off the trailer. Who needs power steering! I returned with a couple of old tyres, roped these to the bumper of the Diesel Landy and used it to shunt the Petrol one back into the garage. I now had all the components need for the swap in one place. The internet informed me I had to cut the battery tray out and move the engine mounts back a couple of inches before the Essex would slot in. I was a dab hand with a grinder but advanced noob level with a stick welder so I set about making the required adjustments. The thick chassis plate was forgiving enough to weld to but I was determined to get proper textbook welds, despite my lack of experience. I spent way longer than was probably necessary perfecting my welds. Up till this point I'd only done welds on pieces lying flat on the deck with lots of easy access so welding vertically in the engine bay was a bit of a step up. Also as I was working on a relatively new, galvanised chassis, I took special care not to gas myself! This is where things started to stall a bit. I spent ages practicing my welding on bits of scrap as I wasn't happy with the first attempts on the chassis. After a number of weeks I finally satisfied myself that I could get a decent weld and finished the engine mounts and the Essex was ready to drop in.
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Aug 11, 2021 21:11:44 GMT
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Thanks, I'll write up the next part tomorrow. Here's a sneak peak of things to come:
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Aug 10, 2021 21:34:58 GMT
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Part 2 – "temporary" Diesel power While I was trying to deal with my head gasket/sheared rocker bolt/bottom end irregularities I was still needing transport and a towing vehicle. The head gasket blew in May ‘07 but by August I’d decided I needed to get a “temporary” vehicle to tide me over rather than getting on with fixing the thing! Realising that the standard Series Landy wasn’t quite what I was needing I had the first sensible thought I’d had in a while; “a standard Series didn’t fit my needs”. This was quickly followed by a more in character daft idea; “I need to get a Series with a bigger engine!” Unfortunately, this was 2007 and there were lots to choose from. In the same week I checked out a Stage 1 V8 pickup but it was way too rusty and another Series 3 88”, both within a couple of miles from my house. The 88" was a late model 1983 Series 3 fitted with a mighty Perkins 4.203 diesel engine. That would be the same Perkins 4.203 made famous from its use in tractors and forklifts. The seller was letting the landy go as his wife refused to get in it and had gone and bought some Suzuki or something! Crazy we both thought! Her loss was my gain though so I handed over a wedge and drove off with the Landy (really slowly). I thought this new Series was the dogs doodas, for the first few weeks anyway. My girlfriend, who also had to drive it, thought slightly less so. It was ridiculously noisy, you had to shout to any passengers while the engine was running. It was ridiculously dirty, covering your hands in black oily/sooty mess after driving, no matter how many times it got cleaned. And it was also ridiculously slow, 55mph was absolute top speed, you could have driven it off a cliff and it would have still topped out at 55. Acceleration was so slow that I learnt to flash artic lorries back in after they inevitably overtook me. Gas flow optimised exhaust manifold It was also hopelessly unreliable and broke down regularly. The wiring would fail, it would spring leaks and the gearbox had features like no first gear unless you were already rolling. All this sapped my time from fixing the original Landy. I did some longer trips and these really eroded my love for the vehicle, the noise was the killer! Best wiring fault was when the battery +12V lead fell off the starter motor and had a go at welding in the engine bay. As the engine was all mechanical it kept running though! I ran this Landy until February 2008 when I took my Car and Trailer (B+E) test. I booked an intensive 2 ½ day course during which the instructor and I did 300miles of driving in and around Aberdeen, all while we went deaf and the Landy slowly gassed us with a leaking exhaust manifold. The morning of the test my instructor abandoned me in the street outside the test centre while I took the exhaust manifold off and tried to reseal the blown gasket with exhaust paste and tinfoil. I managed to survive/pass my test, even the super challenging emergency braking part, and drove back home. There was something not right though, on acceleration the gearstick was moving back and forward like it wasn’t connected right and on braking there was a horrible scratching/grinding sound. Once back home I opened the bonnet and found the engine and gearbox mounts must have snapped and the 4 garden trowels attached to the water pump pulley that make up the cooling fan had kissed the radiator! That was the final straw, I closed to bonnet and didn’t use it again! That was two dead Landy’s on my drive... Here was it getting a trailer load of tyres stuck. I'd collected these tyres from my local garage as a favour (so they didn't need to pay for disposal) in return of getting a lend of their car transporter trailer.
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Awesome work! Love my 9-3, it probably needs as much work as yours!
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Cheers folks, unfortunately it gets a bit worse before it gets better. You have to make mistakes to learn from them though!
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I read a post on glenanderson’s Series 2 thread saying “more landy threads” so going to stick a thread together about my Series 3. I’ve wanted to do one for ages but never got round to it, firstly I'll set the scene with the earlier tales of woe that got me where I am today. This is the wee beasty as it sits these days. I‘ve owned it 14 years but it spent about 12 ½ of those buried in my shed in a number of pieces while I did pretty much everything else but work on it. It was my first car, which I bought after I’d passed my test, this was the first bad decision. I was 22 by the time I'd learnt to drive and it was only really the looming prospect of fatherhood that was the push to get it done (no bad decision jokes there please). These days my Landy is my spare car, trials machine and base for my electronics projects, there were a few dead ends but hopefully some of this will prove interesting. This was the first photo I took of it back when I got it. Back in 2007 I was needing a general vehicle that could get me in and out of town, tow a horsebox without any fuss and do anything that parenthood might throw into the mix. I couldn’t see past Land Rovers, everything else was rusty junk or plastic rubbish, right? Armed with my strong opinions and zero driving experience I checked out the ad papers and decided that Defenders were too expensive but, back in 2007 anyway, there was still lots of Series for much cheapness. I found my Series locally, it was standard spec but had a new galvanised chassis, new springs and the owner had tidied up the interior pretty well. It even had carpets and all the panels were the same colour! My search should have been a thorough, there were loads of series local to me and I could have picked the best but no I went and bought the first one I viewed... It wasn’t the worst example but it had a number of issues that, if I’d spent a bit more time checking, could have been picked up before they caught me out later. I used it as my daily drive but was pretty disappointed with the performance. It wasn’t bad for a Series but I had bought the wrong vehicle, I wanted to just get to my destination with minimal faffing around. I wanted to keep up with modern traffic, not top out at 55mph. I didn’t want to keep having to give it attention when I wasn’t driving it. Obviously, I blamed the vehicle for not meeting my expectations, not my bad purchasing decisions. After only a few of months of trashing it everywhere the Landy threw in the towel and the head gasket blew. It had suffered a broken prop UJ and seized brakes before then as well. At the time I felt I was a seasoned amateur mechanic, I had a full head rebuild on a 50cc two stroke under my belt and rebuilt my mountain bike not once but two whole times, like completely stripped to the bare frame (except for the pedals though because that needed special tools or something). Garages are all way too expensive and don’t really know what they are doing anyway so I decided to do the job myself. So... The head came off to reveal a large blown portion of the head gasket between pistons 1 and 2. I checked the head for flatness using a reasonably straight banana and determined it was flat and didn’t require any expensive skimming work, phew! For some reason I took the pistons out as well and I think I put in new big end bearings and changed the piston rings. Not sure if it was required or not but it got done. I took the water pump off, shearing a bolt in the process (still never fixed that) but I think I just put the water pump back on, because the spinny bit still went round (that’s all it needs to do so must have been good). I was going to check the timing chain but thankfully I couldn’t get the crank pulley off so that got left alone. Picture above has pretty much all the tools I had at the time in shot! Other snagging points were piston 4’s big end cap wouldn’t come apart, I found the bolts pointed inwards so bought new bolts and stuck that back together. I haven’t thought about this since, hopefully it wasn’t anything like a bent con rod... How would those bolts have gotten bent, or was the con rod cap bent? 22 year old me determined it was all good at the time though so I’ll not argue with that. Rusty looking crank pulley proved too stubborn, even after I bought a giant English spanner so I could get on the nut properly! Probably saved me from screwing up the timing anyway! I spent a lot of months working on this, working probably being he wrong word. It was mostly bumbling around trying to figure out how to do stuff for the first time with a handful of tools that I was collecting or robbing from my dad’s old toolboxes. I messed up a few bits, the worst being shearing one of the rocker shaft securing bolts. After a lot of faffing about I got the sheared portion out but wrecked the threads in the head in the process. I managed to buy a new bolt but at the time I didn’t know anything about thread sizes or imperial/metric Landy heads so had just bought a “Land rover rocker shaft bolt” at much expense and just stuck everything back together and hoped for the best. I also bought bigger tyres because that’s what you need to fix a head gasket. It was now 7 months since the head gasket blew. In that time I’d also dicked about with the adjustment screws on the carb and the timing, which is always a good move when you don’t know what you are doing. I'd also poked holes in rusty bits and sprayed the front panel mat black (I planned to do the whole thing at some point). I took the Landy for an extensive 2 mile test drive but something wasn’t right, it was getting really hot. I popped the rocker cover off and found that the new rocker shaft bolt had pulled out of the head where I had wrecked the threads. The rocker shaft was bending instead of opening cylinder 1’s valves. Urp... During the 7 months the Landy was off the road I'd made life harder for myself with another series of bad decisions, I still needed to get about but really didn't know how to give myself a break!!
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Nov 15, 2020 18:05:50 GMT
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Currently using my 81 Series 3 as a daily while I fix up my budget Saab 9-3. Thought it would be painful to make the 30 mile commute but its actually not half bad, plenty torque so driving in traffic isn't too bad, the most annoying thing is the 40 litre tank and 16mpg fuel economy. Need to stop for fuel every 2 days!
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Sept 17, 2018 20:31:40 GMT
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That looks suspiciously like the Telwin Maxima 160 I got earlier in the year. If its a decent quality copy of the same machine then it would be well worth a shot. I was £390 for the Telwin version and it's been amazing for a mig noob for me. I've been mostly doing gasless welding with flux core wire as I've been making frames and stuff that doesn't need to be all that pretty. With these machines all you need to do is measure the thickness of the work piece and read the required setting from the table depending on the gas/no gas and wire thickness, super simple! Only time I've had an issue with it is when I've not noticed the gas is out or I've finished the reel.
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Jun 16, 2018 11:30:15 GMT
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I had a 330Ci (e46) that suffered overheating due to a previous owner removing the electric thermostat, this is in the fan controller circuit which meant that although the thermostat was always open it prevented the fans from running (slightly redundant mod I thought).
The car was ok most of the time, it got "hot", i.e. when stuck in traffic you could smell hot coolant and when shut off the engine would be hisssing and ticking as it cooled down. Temp gauge only moved off "fine" to "hot" after I was stuck in traffic in the middle of summer and the car was proper overheating (steam coming out under the bonnet and that smell.....). It only indicated "meltdown" (goes off the scale and a red light comes on) after the coolant header blew up as I was finally escaping the traffic. Good times.
On the e46's the fan controller can be overridden by pulling the fan fuse and using some spade terminals to add a remote switch inline with the fuse and then taking a permanent 12V feed from another point in the fuse box. Also there are 3 temp sensors, fan one is on bottom rad hose, there is another on the thermostat housing and one in the block somewhere.
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Is it possible the bearings are goosed and not allowing it to overcome friction?
Edit: noticed u said it had 4 permanent magnets in the frame. These should be arranged North face, South face, North face, South face so that like face poles are at opposite sides to each other. I.e. Vertically u have north faces and horizontally you have south faces.
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It's about three years old now and was in use 6 days a week, grinding, sanding, wire-wheeling, and generally getting all the abuse 4 or 5 staff could throw at it, I would rate it very highly and I'd jsut like to eke another 6 months of use out of it if possible before spending £399+vat or whatever it was on another one. Oocha, fair doo's it's done well then with all that use!
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From the description of the repairs you have already done on the tool it doesn't sound like it's built to last. I've never seen magnets falling off any of the old tools I've kept alive!
I think that by holding on the power when the motor is unable to turn you will have allowed excessive current to flow in the motor windings, the magnetic field created by the spinning rotor provides impedance that limits the current flow, but if it is not spinning only the tiny winding resistance limits the current. You may have melted the insulation off the windings causing a short which now prevents a decent field to be generated.
Personally I'd go and get a new tool and keep that as spares.
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Apr 29, 2018 13:35:13 GMT
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I've managed to get my bulkhead welded up, I used 4 disposable bottles! Right I don't understand this... Everyone says the disposable bottles don't last long at all, and you say you used 4 bottles welding up your bulkhead... I built a chassis pretty much from scratch using 1 and a 1/2 bottles.,. project was abandoned in the end but even so.I find the bottles last quite a long time, I only have a little brass on/off regulator with no gauge, I wind it full open as I was told ( and have found) that half open or anything other than full open will cause the seal between the bottle and the reg to leak, I don't know why, but it seems to do this. So I wind it open fully, do a run or two then close the valve. It doesn't take any longer to do a run, and the gas lasts quite a while.. I do a lot of 'patch repairs' and such like for people ( friends and family) at their home addresses, and the disposable bottle makes my little welder very portable, I can carry the whole set up in one hand, very versatile kit. But on the other hand, my old sip portable used to eat the gas, a bottle would not last very long at all, about a sill's worth of welding and no more. But back then i did only open crack the valve or maybe open it half way, so I believe that what i was told about the regulators is true, open fully or it will leak...maybe, I don't know. all I know is my little portable kit uses very little of the disposable bottles, the one I have on it now has welded up 4 inner wing repairs, 2 sill repairs, 3 outer wing repairs, 7 gates and 1 chair base, and it isn't empty yet. But yes get a big bottle if you find your welder eats the gas, the hobby weld stuff sounds great and a friend of mine who I gave my old sip to uses it with that machine and it lasts quite well....the sip welder is rubbish but the gas lasts. 4 bottles isn't correct now that I think about it as I still have >40Bar left in the second CO 2 bottle. I emptied 2 Argon/CO 2 bottles very quickly and 1 CO 2 bottle lasted a good 3 or so evenings of welding (this included a bit of practice) and I needed a 4th bottle to finish the job. I turned the regulator 8 to 10 half turns, any more and a pressure relief would open in the welder if I stopped for more than a few seconds and less than 6 half turns wouldn't allow enough gas to flow. This welder must have some control over the gas flow though as there was clearly more used between the different gasses. With Argon/CO 2 there was always a noticeably louder "psssshhh" of gas when the trigger was first pulled.
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Apr 29, 2018 13:20:31 GMT
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Yesterday's bodge, my Land Rover is nearly ready for an MOT for the first time in 11 years, but I accidentally broke the end of the throttle cable while making up a new bracket for it. The plastic part that holds the cable sheath in place snapped off. Super glue might have held it for a while but would be too brittle and duct tape would be too flexible and come apart. Super glue coated duct tape on the other had makes for an excellent repair!
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