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| msg | Sender | lines | Subject |
| 1 | hugh@nezsdc.fujitsu.co.n | 18 | Re: The Land Rover Owner Daily Digest |
| 2 | Lloyd Allison [lloyd@cs. | 19 | Isuzu 3.9D |
| 3 | chrisste@clark.net (Chri | 26 | Valve Job Blues |
| 4 | "Tom Rowe" [TROWE@AE.AGE | 39 | Re: DAP experiences |
| 5 | Alan Richer/CAM/Lotus [A | 43 | Valve train timing: a handy hint |
| 6 | Tony@hawtec.demon.co.uk | 26 | RE: Valve Job Blues |
From: hugh@nezsdc.fujitsu.co.nz Date: Sat, 29 Jul 1995 20:55:21 +1200 Subject: Re: The Land Rover Owner Daily Digest >you may need to describe the hose as hyaving a 7/16" UNF male thread one >end and a 1/2" Female thread the other. Both ends are male. The only difference is that the chassis end has a slighty longer threaded section than the wheel end, because it fits in a bracket on the chassis. I think the thread on series landrovers is UNF, and later models are metric. When I fitted new rear wheel cylinders from a 110 recently I had to also fit new ends. New flexi hoses only cost about $20 here, so it's cheap enough to use the right part. Hugh ------------------------------[ <- Message 2 -> end | Table of Contents | <- Digest 950730 -> Archive Index | <- Browser -> ]
Date: Sat, 29 Jul 1995 21:19:07 +1000 From: Lloyd Allison <lloyd@cs.monash.edu.au> Subject: Isuzu 3.9D Lots of Oz Stage1s and 110s (up to a couple of years ago) had Isuzu 3.9 diesels factory fitted. The army Perenties have them and in the 6x6 they are turbo charged. The stage 1 and Perentie have the 4spd LT95 Range Rover transmission (and a special 1:1 approx hi-ratio, 'cos the engine is a slogger). I think the later 110 3.9Ds had the then current 5spd gearbox. So ... there is obviously a bellhousing for the LT95 at least. You would want to raise the gear-ratio of a "series" somehow. But is it really worth all the trouble? Lloyd ------------------------------[ <- Message 3 -> end | Table of Contents | <- Digest 950730 -> Archive Index | <- Browser -> ]
Date: Sat, 29 Jul 1995 12:08:48 -0400 From: chrisste@clark.net (Chris Stevens) Subject: Valve Job Blues I'm singing the Valve Job Blues these days...what started as a complete valve job (new valves, seats, guides, springs, seals) has had one more item added to the parts list---a new cylinder head. Yep, machine shop called with the bad news, a crack between number 2 and 3 which most likely caused the blow-by in the head gasket. Now I got a good deal on the new head from RN--a $500 special plus $99 in shipping--but have a serious question: Do I need to install the new seats in this puppy to run unleaded? Or can I just slip the new valves in and not have anything ground, etc. and save a few bucks at the machine shop? It already has the new guides and is an 8:1 head according to Art at RN. Charlie, the RN technical guru, will be back on Monday and can answer my question and I can't get all the pieces parts from the machine shop until Monday. If I can return the seats and guides the cost may not be as bad as it appears. Ya right. Chris Stevens 1969 88" IIA SW 2.25 BCG Corporate Communications Towson, Maryland, USA (410) 583-1722 (410) 583-1935 (FAX) chrisste@Clark.net ------------------------------[ <- Message 4 -> end | Table of Contents | <- Digest 950730 -> Archive Index | <- Browser -> ]
From: "Tom Rowe" <TROWE@AE.AGECON.WISC.EDU> Date: Sat, 29 Jul 1995 13:44:57 GMT -0600 Subject: Re: DAP experiences Spencer, Snip > the carb arrived with parts rattling in the bottom of an unlabled box, > whomever my friend spoke to at DAP (i assume Al) was unwilling to take > return, exchange or otherwise give my friend any satisfaction. That really suprises me. As I said in my first post, and again in the second, I never had anything but positve experiences with Al. An extreme example is the case of some tie-rod ends. I bought about six or eight, installed 4. About a year or two later I tried to lube them and two wouldn't take grease. Couldn't get a bit in. I replaced them with two others I had bought at the same time and had the same problem. Al made good on them, even the two I had been using. It is with DAP *after* the sale that I was asking about. Snip > anyway > Michael Carradine, Architect writes.... [ truncated by lro-digester (was 7 lines)] > the worst gaggle of old wo/men chattering away; and I add, willing to > destroy a reputation with a keystroke. Snip Actually, that sounds like Al, but it's probably a case of needing to know him to get the sense of where he's "coming from". I actually ran up some pretty high phone bills "chattering" with him. Tom Tom Rowe UW-Madison Center for Dairy Research 608-265-6194, Fax:608-262-1578 trowe@ae.agecon.wisc.edu Four wheel drive allows you to get stuck in places even more inaccessible. ------------------------------[ <- Message 5 -> end | Table of Contents | <- Digest 950730 -> Archive Index | <- Browser -> ]
From: Alan Richer/CAM/Lotus <Alan_Richer/CAM/Lotus.LOTUS@crd.lotus.com> Date: 29 Jul 95 19:33:09 EDT Subject: Valve train timing: a handy hint Well, in the ongoing insanity of my engine swap, I managed t run into a problem reinstalling the timing chain, and had to work up a fix. Here's what and how. When Iwent to hook the chain up, i blew the setup and it turned out that I had the chain 90 degrees off. Noo problem, says I, and I proceed to pull the front cover again and go to reset the chain. Not as easy as that...bummer. it turns out that somewhere in its life my engine, which had its timing mark on the front cover, had its camshaft chainwheel swapped for one that did NOT have the "P" stamped in it for alignment. Neither procedure worked. Improvisation time again... First, to the owners manual. OK, the mark it's supposed to be aligning to is 95 degrees BTDC. OK, but how do we set it up? Well, a little mathematics helped. The engine was supposed to be aligned to 95 deg BTDC being the point of #1 exhaust full open. i set that up, giving myself the needed cam alignment. I then tok the flywheel pulley and measured its circumfrence. By dividing the circumfrence (43 cms) by 360 degrees, i came up with a figure of 11.4 cms. for the distance from the TDC mark on the pulley edge. A bit of work with a file, and the mark was there. By replacing the bolts with the timing pointer I was able to align the crank and cam in the proper relationship. Compression is MUCH better now... <grin> Now if I could get the distributor working right..... -ajr ------------------------------[ <- Message 6 -> end | Table of Contents | <- Digest 950730 -> Archive Index | <- Browser -> ]
Date: Thu, 27 Jul 95 00:06:51 PDT From: Tony@hawtec.demon.co.uk Subject: RE: Valve Job Blues As I understand it no standard 2.25 litre head will run unleaded. Most, if not all, 2.5 litre heads will run unleaded because they have hardened valve seats fitted from new. I understand that Turners (A UK company specialising in L/R engines) supply all their reconditioned heads with hardened valve seats already fitted. Maybe Rovers North do the same? ------------------------------------- Tony Chapman E-mail: Tony@hawtec.demon.co.uk HAWTEC Tel: 01905 723200 Haswell House Fax: 01905 613338 St. Nicholas Street Mobile: 0973 316835 Worcester WR1 1UW Date: 04/22/95 Time: 09:26:25 This message was sent by Chameleon ------------------------------------- ------------------------------[ <- Message 7 -> end | Table of Contents | <- Digest 950730 -> Archive Index | <- Browser -> ]
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