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Date: Tue, 30 May 1995 10:44:29 +0200 (GMT+0200)
From: Donald Abbot <donald@spl.co.za>
Subject: Re: Dumb question: Audio install in a SII?

Alan asked:
 
> a Series IIa, where's the best place to put it? 

The previous owner of my Series II, a pickup with a hardtop, built a 
wooden box which spans the inside of the roof just in front of one's 
forehead. The box drops about 12 cm from the roof about 30 cm from the 
join of the hardtop to the windscreen. Yes, people occasionally bump 
their heads against it. The box houses the stereo, the two front 
speakers, a cubbyhole and has the interior light attached underneath. The 
two rear speakers are housed in a similar, but larger, wooden box fitted 
in the equivalent position in the back of the Land Rover.

The stereo is normally only used when doing long boring drives on tar. 
Recently I bought a walkman-type CD player and with all the attachments 
it gets played through the tape deck of the stereo. My problem is now to 
find a place to mount this in the vehicle. Added to the list of 
requirements is that the CD player has to be cushioned against bumps.

Donald 

------------------------------

From: "KING.B.P" <BE3_036@civl.port.ac.uk>
Date:          Tue, 30 May 1995 11:23:36 BST
Subject:       Military Vehicle Show

Hi folks

Over the bank-holiday and living in Portsmouth I went to the Military 
vehicle show on Southsea Common, so I thought I'd share a few 
observations with you all.  

In my opinion Land-Rovers were one of the most common vehicles 
present, with most varients present from S1 through to Defender 90 
and 110.  I would say the most common were lightweights.  Here are 
some of the interesting ones

One of the original factory built 'pink panthers' was present 
complete with all equipment.  Interestingly there was also a  IIA 109 
fitted out similarly, apparently it had been a standard military LWB 
which had been converted for a mission by removing parts and adding 
some of the best ideas for the 'panther, apparently it was the only 
one of several made to return.  It's named 'perky' as its not a 
'pinky'.  

Several Land-Rover fire appliances were in attendance, slightly 
dwarfed by their larger brethren, including an 86" SI in good nick, a 
SII 109 with special rear bodywork, and an SIII hard top equipped as 
a rescue tender.  The SI was seen tearing around the arena bell 
ringing during a display whilst the larger appliances drowned it out 
with sirens.  

Several FC101s were present in various conditions, the V8 still 
sounds nice.  One was offered for sale, one of seven very good 
condition vehicles accidently released by the RAF, I can't afford it, 
but if anyone is interested contact the Ex-Military Land-Rover 
Association.  

I also noticed a couple of 1-tonne lwb SIII, these are standard lwb 
on uprated springs and fitted with 900 x 16 tyres (correct me if I'm 
wrong).  One owner told me his was very economical, and almost 
unstoppable off road due to the increased ground clearance, mind you 
he did have a big pto powered drum winch up front.  

There were many other interesting Land-Rovers along with some other 
interesting machinery, but I don't want to get flamed for waffling 
and wasting band width.  Suffice to say, if its as good next year and 
you are in the area, take a look.  

BPK

Barry P King
Student
Dept Civil Engineering
University of Portsmouth

BE3_036@civl.port.ac.uk

------------------------------

Date: Tue, 30 May 1995 15:32:14 +0059 (BST)
From: Charlie Wright <cw117@mole.bio.cam.ac.uk>
Subject: More propshaft:

I had a thought about this propshaft problem.  I didn't consider the 
gearbox. I've never looked at a Series III box, let alone compared them 
side by side.  Does anyone have dimensions to hand? Is the Series III box 
longer (by about an inch) than the IIa box?.. at least from mounts to 
output flange?  I'm suspecting this was my misassumption.

Cheers,
Charlie

C. R. Wright                                    Dept. of Genetics
+44 (0)1223 333970 telephone                    Univ. of Cambridge
+44 (0)1223 333992 telefax                      Downing Street, Cambs.
cw117@mole.bio.cam.ac.uk                        CB2 3EH, England

------------------------------

From: RLZiegler@aol.com
Date: Tue, 30 May 1995 11:39:16 -0400
Subject: Change of address

I have changed my address do to greater internet access from the new provider
now available here in Rutland, VT.
My new address is: rziegler@sover.net
Happy Rovering,
Rich Ziegler, L/R mechanic   '63 88 pet. (in pieces) '74 88 SIII HT pet.
daily driver

------------------------------

Date: Tue, 30 May 95 09:06:22 MST
From: DEBROWN@SRP.GOV
Subject: Passed emissions! THANK YOU!!!

FROM:  David Brown                           Internet: debrown@srp.gov
       Computer Graphics Specialist * Mapping Services & Engr Graphics
       PAB219 (602)236-3544 -  Pager:6486 External (602)275-2508 #6486
SUBJECT: Passed emissions! THANK YOU!!!
Just wanted to let you know that I used this technique, and passed
emissions! But, the carb is actually a Carter. I'd like to get the
Webber, as the Carter is terrible on fuel. (around 10mpg).

Anyone have a spare carburetor for an 88?

Thanks again for your help! You're awesome!

#=======#                Never doubt that a small group of individuals
|__|__|__\___            can change the world... indeed, it's the only
| _|  |   |_ |}          thing that ever has.
"(_)""""""(_)"                                          -Margaret Mead

------------------------------

Date: Tue, 30 May 1995 12:37:01 -0400
From: berg@acf2.NYU.EDU (Jeff Berg)
Subject: Re: Dumb question: Audio install in a SII?

>If one were insane enough to want an audio system of some sort in
>a Series IIa, where's the best place to put it?

I'm insane enough and put the head unit for my stereo under the dash of my
IIa just about centered on the shift knob when the Rover is in reverse.
(Yes,  have a Kodiak heater.)  I had an aluminum enclosure bent to surround
the unit, and use a hinged lexan "bubble" cover that I ordered from a
marine supply catalog.

A picture is available on the RoverWEB site:

http://www.missouri.edu:80/RoverWeb/

Go to the page of my pictures and look at the panoramic shot of the dashboard.

I'll be happy to answer any further questions.

Regards.

JAB

==                                                                 ==
 Jeffrey A. Berg              Interactive Telecommunications Program
 Technical Administrator                         New York University
                          berg@acf2.nyu.edu
                          =================
               My garden is full of papayas and mangos.
          My dance card is filled with merengues and tangos.
                       Taste for the good life.
                      I can see it no other way.
                           --Jimmy Buffett, Lone Palm (live version)
==                                                                 ==

------------------------------

From: "David McKain" <MCKAIN@faculty.coe.wvu.edu>
Date:          Tue, 30 May 1995 13:58:21 EDT
Subject:       Emissions

This is just the start of a trial FAQ type document on emissions 
production and control. The information it contains will be based on 
internal combustion engine reference books and recommendations from 
experienced emissions test personnel. Please feel free to provide 
feedback both positive and negative.

Gasoline/Petrol fueled engines

Effect of Fuel/Air ratio on basic emissions 
One of the most important variables in determining engine emissions 
is fuel/air ratio. Normally, and engine operates at close to 
stochiometric conditions, that is, with a fuel/air ratio close to 1. 
Leaner mixtures will generally give lower emissions but may result in 
poor engine operation. During start up, when the engine is cold, fuel 
enrichment is normally used which results in an increase in Carbon 
Monoxide (CO) and Hydrocarbons (HC) and a decrease in Oxides of 
Nitrogen (NOX). As the engine warms up and enrichment is reduced, CO 
and HC will be reduced while NOX will increase. At part-load 
conditions, lean mixtures can be used to lower CO, HC, and NOX 
emissions, at least until combustion quality and thus engine 
performance deteriorate. One method of reducing NOX emissions is the 
use of Exhaust Gas Recirculation (EGR) where a portion of the exhaust 
is feed back into the intake of the engine but this will also result 
in a deterioration of engine performance.

Spark Timing
Spark timing can significantly affect NOX emissions. Advancing the 
timing  so that combustion occurrs earlier in the cycle increases the 
peak cyclinder pressure. This will result in higher peak cylinder 
temperatures and thus an increase in NOX formation. 

As I said, this is just a start. I am still gathering information and 
would appreciate any on emissions formation, emissions regulation 
(US, UK) and experiences with DOT and MOT inspection stations 
(especially ways to self regulate emissions in order to pass 
inspection). Please e-mail direct. This document will also include 
diesel engine information.

David McKain
1966 SIIa Petrol
mckain@faculty.coe.wvu.edu
(304) 599-0120
Morgantown, WV
USA                     

------------------------------

Date: 30 May 1995 12:57:08 U
From: "Sean McInerney" <smcinerney@mail.nrgn.com>
Subject: Engines

                      Subject:                              Time:  12:53 PM
  OFFICE MEMO         Engines                               Date:  05.30.95
Has anyone dealt directly with Turner Engineering from the United States and
recieved shipment of one of their engines here?  Does anyone have their
address, telephone and FAX numbers?

Sean C. McInerney
1963 SIIa 88" HT

------------------------------

Date: Tue, 30 May 1995 15:23:25 -0400 (EDT)
From: Dixon Kenner <dkenner@emr1.emr.ca>
Subject: Re: Engines

> Has anyone dealt directly with Turner Engineering from the United States and
> recieved shipment of one of their engines here?  Does anyone have their
> address, telephone and FAX numbers?

	Yes and no.  I have talked with Turner about an engine and am 
	seriously considering one but have not actually purchased one yet.
	
	Now for the bad news...  Turner has entered into an exclusive 
	arrangement with Rovers North for their engines.  To quote Turner,
	after they suggested I phone RN up and I declined, "Well, you're
	in Canada so you can buy directly from us.  If you lived in the USA
	you would have to buy from Rovers North."  

	For me, dealing with RN for the engine is out of the question.  The 
	Northern Peso, aka the Canadian Dollar is at a 40% disadvantage to 
	the Greenback.

	Besides there is a price difference.  From memory, the Turner
	high performance 2.25l 3 main bearing engine would set me back
	US$1,900 (approx.) at my door.  The engine at RN I believe (and
	it might be the 5 bearing, not sure) is US$2,900 at their doorstep.

	So, living in the USA all you need is Rovers North's phone and 
	fax number [802-879-0032 and 802-879-9152 respectively] or find
	a friend in Canada to buy it for you for your birthday.

	If you are interested, I have all the UK prices around here 
	somewhere.  Prices are including the core charge.  It just isn't
	worth sending a dead 2.25l engine back.  Also bear in mind that
	these engine do not include distributor, generator/alternator etc.
	Shipping (by sea) is 150 pounds to Ottawa.

	Rgds,

------------------------------

Date: Tue, 30 May 95 12:29:13 -0700
From: "TeriAnn Wakeman"  <twakeman@apple.com>
Subject: Re: 2.25l Unleaded Head Check

In message <199505271622.JAA27176@owens.ridgecrest.ca.us> Jeremy Bartlett 
writes:
> Can anyone out there tell me how I'd determine if a 2.25l petrol engine 
> has had the head rebuilt for use with unleaded fuel?

look at the valve seats.  It the seat is part of the head the answer is no.  If 
the seats as inserts the answer is yes.

Having valve seats put on doesn't add a lot to the cost of a valve job.  My LR 
went several years on unleaded without hardened seats before the engine gave 
out.  But I do not do much driving in the heat.

TeriAnn Wakeman              .sig closed for remodeling
twakeman@apple.com         
              
                         
                       

------------------------------

Date: 30 May 95 15:58:48 EDT
From: "Stefan R. Jacob" <100043.2400@compuserve.com>
Subject: Re: Unleaded Gas

Don't know how often I posted this, must begin to bore people...

*I've-driven-my-S.III-109-for-7-years-and-100,000 km-on-unleaded-and-never-
had-problems*

All lead-challenged please file this for future reference.

Stefan
<Stefan R. Jacob, 100043.2400@CompuServe.com>

------------------------------

Date: 30 May 95 15:58:42 EDT
From: "Stefan R. Jacob" <100043.2400@compuserve.com>
Subject: Re: Prop-shaft lengths?

> I just finished my conversion to put the SeriesIII 3.54 Salisbury rear 
  ...
> Low and behold, the shaft is TOO SHORT?  The IIa shaft is clearly too 
> long (3"), and the III shaft _does_ work, but it's about 1" too short. 

It *could* be that you're stuck with the rear propshaft of a 109 6-cyl. which,
since the gearbox sits a good 2" further back, is shorter than that of a 109
4-cyl. Just a thought.

Stefan
<Stefan R. Jacob, 100043.2400@CompuServe.com>

------------------------------

Subject: Re: Unleaded Gas 
Date: Tue, 30 May 1995 13:45:25 -0700
From: Benjamin Allan Smith <bens@archimedes.vislab.navy.mil>

Stephen Jacob wrote:

> Don't know how often I posted this, must begin to bore people...
  
> *I've-driven-my-S.III-109-for-7-years-and-100,000 km-on-unleaded-and-never-
> had-problems*

	My SIII lasted 30,000 miles before the valves gave up the ghost of life
on two of the cylinders.  During this time included extended running in 
ambient temps of 90 to 100 degrees F.  Obviously your mileage may vary.

-Benjamin Smith
----------------
 Science Applications International Corporation
 Naval Air Warfare Center, Weapons Division, China Lake
 bens@archimedes.vislab.navy.mil
 1972 Land Rover Series III 88

------------------------------

Date: Tue, 30 May 95 14:20:48 -0700
From: "TeriAnn Wakeman"  <twakeman@apple.com>
Subject: Bolts needed

I think its about time to replace the bolts on my front hubs.  One was broken 
for longer than I have owned the car & has been RTVed in place each time I 
removed & replaced the bolts.  Others are streached.  The dreaded previous owner
must have liked to tighten things down.

The bolts I need  are 4 inches long, have the same thread dia as an american 3/8
bolt, but is a wintworth fine thread and threads into the front hubs of a series
IIA Land Rover.  I would like to get hardened bolts.

I need 12 of these.  Can anyone help??

Does anyone know the length of bolts for the warren or Fairy locking hubs?

In case anyone is curious, my locking hubs are:

Power%lock%hub
made by the Cutlas Tool and Mfg. Co.  in Lyons, Ill.

TeriAnn Wakeman              .sig closed for remodeling
twakeman@apple.com         
              
                         
                       

------------------------------

From: "Russell G. Dushin" <dushinrg@pr.cyanamid.com>
Subject: Re: Unleaded head
Date: Tue, 30 May 95 17:57:54 EDT

> Presumably this has also been the case in the UK and US, with much talk
> over the years in LRO about unleaded conversions for LR products.

Here in the States (northeastern ones, anyway) we have not been able to
buy leaded fuel since the early eighties.

> The exhaust gases from unleaded are so toxic that it should not be used
> in lawn mowers/grass trimmers etc without some sort of face mask.

Yeah, well, tell that to Nader.

> Studies have shown (I'm not sure I believe this one) that lead emissions
> from vehicle exhausts are actually fairly harmless due to the lead having
> been modified by heat into an inert(?) form.

Probably Lead sulfides or somesuch...harmless, totally harmless,
now get back to work!

> So before you convert your LR to unleaded do a little research and ask
> yourself if you are really doing the environment a favour. If you do,
> then go the whole hog and invest lots of $$$ in a converter as well.

Surely, nobody is converting out of desire....more out of (presumed)
neccessity.  Even then, all that anyone in their *right* mind is doing
is putting in hardened valve seats.  Anyone who has gone to the trouble
and expen$e of putting on a catalytic has the sense not to mention it
in this forum!

rgds,/rd/nigel

------------------------------

From: "Russell G. Dushin" <dushinrg@pr.cyanamid.com>
Subject: Re: Unleaded Gas
Date: Tue, 30 May 95 18:06:50 EDT

> are several variations in the stores.  One Land Rover mechanic I know
> recommended Stewart Warner's "CD-2".  I have no idea if this stuff really works,

I use this stuff (when I can find it), but BEWARE.....the same folks market
another gas additive product in the exact same bottle with a similar 
label.  In these parts, it is the latter bottle that is usually on the
shelves......

wouldn't ya know,
rd/nigel

ps the jury (the one in my head) is still out on whether it works or not.

------------------------------

From: Craig Murray <craigp@ocs.cpsg.com.au>
Subject: Re: More propshaft:
Date: Wed, 31 May 95 8:53:29 EST

> I had a thought about this propshaft problem.  I didn't consider the 
> gearbox. I've never looked at a Series III box, let alone compared them 
> side by side.  Does anyone have dimensions to hand? Is the Series III box 
> longer (by about an inch) than the IIa box?.. at least from mounts to 
> output flange?  I'm suspecting this was my misassumption.

No they are the same length, as they are interchangable.  I think you 
will find that it is a 6 cylinder propshaft.

--
==============================================================================
Craig Murray                                    |       1955 Series 1 86"
LROC of Victoria Australia                      |       2.25 diesel 
LROC of Gippsland Victoria Australia            |       My car is constipated,
email: craigp@ocs.cpsg.com.au                   |       It has not passed a 
                                                |       thing all day!!

------------------------------

From: LANDROVER@delphi.com
Date: Tue, 30 May 1995 22:59:31 -0400 (EDT)
Subject: Re: Delco

Kelly sez....

> to the Delco??  I have the double shive (sp?) pulley and have been
> grinding on the original mount, but can't get enough travel to adjust
> the alternator with a belt on it.

Which way are you having the problems... front-to-back (can't get all the
pulley's to line up) or side-to-side (belt tension adjustment)?

I mounted a Delco on a IIa (originally equipped with a generator) using a
bracket someone made. I also had to mount the adjusting bracket to a
differant point on the engine. The bracket takes care of the front-to-back
alignment. As far as the tension adjustment, you'll probably need to get a
differant length belt.

Cheers
Mike 

------------------------------

Date: Tue, 30 May 1995 23:15:27 -0500
From: rover@pinn.net (Alexander P. Grice)
Subject: Lead, heads, etc.

WRT the thread on leaded/unleaded petrol, the lead performs several 
functions besides increasing the octane rating.  Most importantly, it 
microscopically lubricates/cushions the valves/seats/guides.  Unleaded fuel 
is designed to burn leaner with some residual oxygen.  (Some cars have an 
'air pump' to inject oxygen into the exhaust flow.) This oxygen in the 
exhaust stream will result in high-speed gas cutting - functioning much like 
an acetylene cutting torch.  Valve recession is the result.

Stellite valves resist this cutting action.  The only real way to check to 
see if the PO fitted stellite valves is to take the head off and check them 
with a magnet.  Stellite is *very* weakly magnetic, unlike the carbon steel 
of common valves.  (PS - Be sure to fit hardened seats as well.)  Lead 
replacement products like "ReLead" which is available in marine supply 
stores is a temporary fix...as is the Ampco vapor lubricator.  In reality, 
leaded/unleaded shouldn't be much of a worry unless you do a lot of 
Interstate or high-speed driving.

On Zenith carbs...there is no "mixture" screw.  Only the throttle stop and 
slow running or idle screws.  To change the mixture, one has to fit 
different diameter jets.  Bill Maloney mentioned the problem with the carb 
halves not mating perfectly...an endemic problem in the Zenith production 
line because they did not stress relieve the parts after casting.  Place 
some 400 grit carborundum paper on a flat glass plate, and with a bit of oil 
and swirling motions, grind equal amounts off both halves of the carb.  Good 
luck.
      *----"Jeep may be famous, LAND-ROVER is Legendary"----*
      |               A. P. (Sandy) Grice                   |
      |       Rover Owners' Association of Virginia         |
      |    1633 Melrose Parkway, Norfolk, VA 23508-1730     |
      |  E-mail: rover@pinn.net  Phone: 804-622-7054 (Day)  |
      |    804-423-4898 (Evenings)    FAX: 804-622-7056     |
      *-----------------------------------------------------*

------------------------------

Date: Tue, 30 May 1995 23:15:07 -0500
From: rover@pinn.net (Alexander P. Grice)
Subject: Camel Trophy Daily Logs

Now, whre was I?  Last Friday, I was attempting to get out of town for some 
work on the Appalachian Trail and some at Mike McCaig's Penlan Farm, site of 
the Mid-Atlantic Land Rover Rally.  However, the local service provider was 
physically moving their office and the two servers must not have like the 
move - they collapsed.  Anyway, things are (supposedly) back to (ab)normal 
and here's the latest from the Camel Trophy.

Thursday, May 25 - The team was roused at 4 AM for a 5 AM departure from the 
Ixcan Rio archaeological site, and following a 10 km hike back to the Rio 
Azul, they were eager to get back on the trail.  Despite that there is only 
one track out of the biological reserve (second only in size to the Amazon), 
it was blocked by over a hundred downed trees.  The process of clearing 
trail reduced the convoy's formard pace to about 12 km/hr, but the chance to 
work together on the road brought out a united team spirit.  After driving 
through the Tikal National Park, camp that night was to be on the shores of 
Lake Peten Itza.

Friday, May 26th - This was to be a day-long special challenge: the goal was 
to for two teams of ten countries each to get their vehicles across about 
400 meters of the crocodile-infested Lake Peten Itza to the opposite, swampy 
shore.  On previous events, a special rafting unit would do the ferrying, 
but here, it was up to the teams themselves to construct the rafts, man the 
vessels and build entrance/exit ramps on the lake shores.

>From the minute they were given the start signal, Team One (consisting of 
Spain, Turkey, Canary Islands, Czech Republic, Germany, Israel, Russia, 
South Africa and the US) worked as if they had been together for years.  
Within 40 minutes, they were transporting vehicles to the other side; Team 2 
never caught up.  However, once on the other side, they still had to get 
vehicles across the swamp at the lake's shore, a task accomplished with sand 
ladders.  Team One finished 15 minutes ahead with an elapsed time of four hours.

Saturday and Sunday - "...and now for something completely different."  In 
the past 15 events, the Camel Trophy convoy had always traveled as a unit.  
However, from Friday evening until late Sunday, the teams got to chose their 
own route over 750 km of rutted track.  There were only three check points 
and a final destination of at the Rio Ostua border crossing into El 
Salvador.  "If we had been on tarmac, then it might have been easy," said 
Jim Swett of the US team, "but the options of roads we were given were all 
in bad, bad condition.  One section just out of Flores took us all night.  
For me, it was the worst road in the world."

Monday, May 29th- After crossin into El Salvador, the team drove to the 
Montecristo Reserve 2,500 meters up into the highlands.  There, the team was 
to attend the dedication of a research facility that had been funded (rahter 
than built, as in previous years) by the Camel Trophy.  By nightfall on 
Monday, the team was to recross into Guatamela before entering Honduras 
Tuesday morning.
      *----"Jeep may be famous, LAND-ROVER is Legendary"----*
      |               A. P. (Sandy) Grice                   |
      |       Rover Owners' Association of Virginia         |
      |    1633 Melrose Parkway, Norfolk, VA 23508-1730     |
      |  E-mail: rover@pinn.net  Phone: 804-622-7054 (Day)  |
      |    804-423-4898 (Evenings)    FAX: 804-622-7056     |
      *-----------------------------------------------------*

------------------------------

Date: Tue, 30 May 1995 21:03:58 -0700
From: gpool@pacific.pacific.net (Granville B. Pool)
Subject: Re: Torsen Diffs

Mark Ritter asks:

>I have read several articles on the use of Torsen diffs in Land Rovers. I am
>trying to find out if these are a limited slip or locking diff. One of the
>articles indicated that the Camel Trophy disco's use these diffs (LRW june
>issue). Does anybody out there have any info on these diffs and if so do you
>have the name of the manufacturer.

The Torsen diff is "torque sensing" hence the name.  It is a limited slip
but with an intirely different twist, if you'll parden the pun.  It does not
use clutches but has a worm gear/worm wheel arrangement relying on the
principle that a worm gear will turn a worm wheel but not vice versa.  How
much the slip is limited is a function of the angle of the spiral on the
worm.  At least this is all what I've read.  I don't fully understand the
principles myself.

The Torsen diff was originally made by Gleason Works and was called
Gleason-Torsen but I understand that someone else is making it now. 

Cheers,

Granville

------------------------------

Date: Mon, 30 May 1994 23:25:38 -0500
From: kgb@tigger.cc.uic.edu (Ken Berliner)
Subject: My '89 RR

Rich, Thanks for the input.  Be sure I'll have another question once I do
what you said...
The rennovation of my '89 RR is progressing - slowly.  I thought I'd share
what I learned today for those of you who might be interested.  The first
thing I learned today is that the diodes in the rear defroster circuit and
the door->internal light circuits can be switched with any off the shelf
diode. I was a wits end trying to figure why these circuits weren't
working, until I noticed these funny black cylinders.  Crack them open, and
you'll find any old off the Radio Shack shelf diode.  I soddered in some
new ones (rated for 2.5 A and 100 V) ...for those of you with circuit
problems.  This next one is a strange one.  The cruise control wasn't
working, take my word for it, I tested EVERYTHING!!! On the third test of
the vacum pump, I left it attached to the actuator. Lo and behold, there
wasn't enough vacum to move it.  I tried losening the springs on the
throttle (bad idea) then I noticed there's a pressure release valve on the
Hella vacum pump. I covered it with electricians tape, whamo it works. (I
know you're saying, so the cruise control can accelerate, but can't
deccelerate) I can't explain it, but there is enough leak in the system
remaining to allow for that.

Thanks to you all, I'm learning a lot.  I know no one asked for it, but I
thought I'd throw out those tid bits.

kgb

*************************************************************************
Reachable at
E-mail: kgb@uic.edu
WWW: http://www.uic.edu/~kgb/                   <- Whoa! I'm on the web
*************************************************************************

------------------------------

Date: Mon, 30 May 1994 23:31:42 -0500
From: kgb@tigger.cc.uic.edu (Ken Berliner)
Subject: Parts for RR

I forgot to mention this in the previous note...
I need a center console for my 89 RR, its the part that holds the center
glove box and has the window switches on it as well as the auto-trans
indicator.  Anyway, there are no Junked Range Rovers here in Chicago.
Could anyone point me in the direction of a Junk Yard that has a Range
Rover in it?  I don't want to pay the dealer for a new part (not
financially smart to put new cosmetic parts into an old car).

Thanks for any help...
kgb

*************************************************************************
Reachable at
E-mail: kgb@uic.edu
WWW: http://www.uic.edu/~kgb/                   <- Whoa! I'm on the web
*************************************************************************

------------------------------

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Photos & text Copyright 1990-2011
	Bill Caloccia, All rights reserved. 

Digest Messages Copyright 1990-2011 by the original poster or/and
	Bill Caloccia,
	All rights reserved.