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From: Easton Trevor <TEASTON@DQC2.DOFASCO.CA>
Subject: OD Propshaft
Date: Mon, 27 May 96 07:35:00 DST

David Cockey wrote "This is a clever idea
though."

OK David, so when can we start production?

Trevor "Is it a fertile mind because its full of s**t?" Easton

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

From: Easton Trevor <TEASTON@DQC2.DOFASCO.CA>
Subject: BB List
Date: Mon, 27 May 96 07:57:00 DST

The latest version of the "Birmabright Brotherhood" Land Rover Owners 
roadside assistance list is about to be distributed. If your information has 
changed or you wish to join please let me know soon. (Dave Bobeck, I 
received your update). For the benefit of new list members or those who 
forgot, the BB is a list of LROs who are willing to help fellow members with 
problems that may arise while "On the road" to receive the list you must 
also become a member of the list. Email me directly for more info or with 
your details.

Trevor Easton (trevor_easton@dofasco.ca) or (teaston@dqc2.dofasco.ca)

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

Date: Mon, 27 May 1996 08:54:34 -0400
From: landrvr@blacdisc.com (Mike Loiodice)
Subject: Re: 2.25 petrol & Unleaded

>i am wondering if i can use unleaded fuel in a 2.25 petrol, SIII, any clues?

Sure.. why not? Most people recommend installing hardened valves and seats
to prevent valve recession, but unleaded will run just fine.

Cheers
Mike

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

Date: Mon, 27 May 1996 18:17:47 +0200
From: lopezba@atnet.at
Subject: Unleaded on Series vehicles

Dear all, I was always told that using unleaded without hardened valves and 
valve seats would eat away at your valve seats, making your valves recess, 
and that would spell certain death for your engine in a relatively short 
time. So here is another experience (eleven years) from Andy Purser. Anybody 
else actually tried unleaded and suffered the consequences? 

Some people here swear by Castrol TBE, btw, something you add to your 
gasoline and that allows older engines to run on unleaded. Shell also seems 
to have something similar on the market. Anybody with any actual experience 
out there?
Peter Hirsch
SI 107in S/W
Vienna, Austria (officially 1,000 years old this November 1)

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

Date: Mon, 27 May 96 16:38:01 UT
From: "Mark Talbot" <Land_Rover@msn.com>
Subject: Paint for LR headliners

Anyone know of a good vinyl paint to clean up stained LR headliners ???   

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

Date: Mon, 27 May 1996 12:49:41 -0400 (EDT)
From: Dixon Kenner <dkenner@emr1.NRCan.gc.ca>
Subject: Re: Unleaded on Series vehicles

On Mon, 27 May 1996 lopezba@atnet.at wrote:

> Dear all, I was always told that using unleaded without hardened valves and 
> valve seats would eat away at your valve seats, making your valves recess, 
> and that would spell certain death for your engine in a relatively short 
> time. So here is another experience (eleven years) from Andy Purser. Anybody 
> else actually tried unleaded and suffered the consequences? 

	Here in Canada you don't have a choice.  Generally you run it
	on unleaded until something goes wrong and then put in hardened
	seats.  While I lack the longterm experience  with a Land ROver
	engine (just replaced the head, but because I have been running
	it with both cracked head and block & on 2 cylinders for the past 
	5 years and there was no sign of recession on the head.  Block,
	BTW is still cracked.  Still using it as a daily driver too...)
	On Austin Mini's, which I have longer experience, the general
	adage was to only put in hardened seats when it needed them.
	This could be many, many years.  Of course, what additives are
	in the petrol will influence things.  Canada has had MMT instead
	of lead all along.

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

Date: Mon, 27 May 1996 13:17:53 -0400 (EDT)
From: Dixon Kenner <dkenner@emr1.NRCan.gc.ca>
Subject: Re: V8 and unleaded fuel

On Mon, 27 May 1996, Daryl Webb wrote:

> If it can be proved that a stage 1 V8 did infact exist from the factory 
> some of use might be very tempted to build "replicas".  proof of a 
> factory job might make rego much easier, at least here in OZ.

	My understanding is that a bunch were made by Solihull for sale
	to Saudi, or somewhere over there in the Middle East.  If some were
	made for there it follows that there may have been others produced.
	I would be interested in seeing some photo's and a SN/VIN number
	too...

	Rgds,

	Dixon

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

From: "S. Vels" <svels@dk-online.dk>
Date: Mon, 27 May 1996 20:47:56 +0000
Subject: Re: Nice J**P

> SO WHAT IS THE CURE ?

You have to get their attention. Try to put water in their beer. They 
will be in shock for a couple of minutes and that is your que. Speak 
the gospel and speak it loud!.

rgds
sv/aurens 

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

From: EvanD103@aol.com
Date: Mon, 27 May 1996 15:32:13 -0400
Subject: Re: Parts wanted

Hopefully someone on the list in the Southeastern US can help me find the
following good/used  parts/accesories for my Land Rover:
1) Warn 8274 winch with mounting plate for LR Series vehicles
2) Grill for a late LR IIA (1969-1971)
thanks,
Erik van Dyck
Stone Mountain, Georgia
'73 Ser. III 88"

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

Date: Mon, 27 May 1996 16:38:06 -0400
From: michelbe@login.net (Michel)
Subject: synthetic oil in a 2.25L

I would like some advice on switching to synthetics in my petrol 2.25L, 8:1
CR.It has about 3000 miles since the a complete rebuilt. Ideas, comments,
anyone?

Thanks, 

Michel Bertrand
Sherbrooke, Quebec, Canada
             ______________________ 
 >>>>>>>>>>>|__________|| ()|______| 1963 IIA 109 PU (top is off) (Rudolph)
            |          ||---|  /\ |  and friends (109 SW + 88 sw) (not shown) 
            |__________||---|_ \/_| 
 >>>>>>>>>>>|__________||___|______|
                                             

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

Date: Tue, 28 May 1996 15:39:04
From: IIIDmentia@gnn.com (WILLIAM ADAMS)
Subject: Whew , that was fast !

	Spotted in Rockville, MD. on Saturday: 1965 109 SW Petrol in the 
Automotion parking lot with "For Sale" sign. Went to look at the vehicle in 
question today(in the rain) and it had obviously sold as the signs had been 
peeled out of the window.
	Overall condition is fair. Tropical roof and rear corner has a big dent 
from an errant limb. Frame looks pretty rusty, but has a new galvanized rear 
crossmember. Petrol looks untouched and suffering neglect. Interior is a 
mixed bag of funky brown carpeting, some aftermarket seat reupholstery and 
deteriorating door panels. Headliner is there but very sad. Roof mounted 
Spotlight was dripping inside. No Overdrive. Fron apron missing due to 
removal of winch. Sand color paint had worn off most of the body panels and 
the gavanized parts had been painted black. Bore dealer sicker from Cynwyd, 
PA and PA tags. Wheels and tires looked fairly new. Passed test on frequent 
rust areas. 
	Overall very restorable. This truck is going to drain somebody dry. 
Bill Adams
3Dmentia computer animation
4016 Spruell Drive
Kensington, MD 20895
301-949-9475

'66 Land Rover S2A 109" Station Wagon Diesel  ...all there

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

From: RALPH@SMUGGITS.MHS.CompuServe.COM
Date: 27 May 96 17:19:46 EDT
Subject: Re: Re: Nice J**P

I don't think there is a cure, the word 'J**P' is too entrenched as a 
generic name for 4x4s. It's a bit better in England where LR's are a 
daily sight (and wave I hope!), but people still call my LR a J**P, and I 
drive a 101!

Ralph.

101 ('I thought they were all Jeeps') FC

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

Date: Mon, 27 May 1996 22:23:11 -0400
From: rover@pinn.net (Alexander P. Grice)
Subject: Insurance

Okay, gang, time to discuss something all of us, or rather all of the 
various LR clubs in the US needs...insurance.  For us in the good ol' 
litigious US of A, lawsuits are a fact of life.  Even if the case is thrown 
out of court, there will be *major* legal costs, and the (deep) pockets of 
the club members rather than the club - which has like zero assets - will be 
the target.  Bill Hubert, former owner of ABP, spent some $40,000 defending 
against the accident at the '77 rally (which I witnessed) before it was 
dismissed.

ROAV managed to secure event insurance for the past two rallys to the tune 
of $1,500/yr.  However, as Dixon will attest, things are a bit different 
north of the border.  By forming a cooperative of other marque clubs, 
insurance per club has been reduced to a fraction of ours.  So, the time has 
come to organize and arrange for some 'group' insurance.  Members of each of 
the major clubs are on line...as are members of those who have recently 
formed (Atlanta and San Diego).  

SOOOO...if you know of someone willing to underwrite group insurance or have 
a contact in the industry, let's talk.  I have our underwriter, but frankly, 
there has to be a cheaper alternative for all of us.  Cheers

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

From: DanFormosa@aol.com
Date: Mon, 27 May 1996 22:26:25 -0400
Subject: Question about fuel gauge grounding

Dear LRO's

A few recent messages on the list about fuel gauges prompted me to check out
my non-functioning gauge (1973 SIII 88", since birth). I found it is
mechanically okay (surprise number 1)  but it is not properly grounded
(surprise number 2). When I touch a wire from the top of the gauge to a
ground -- i.e. the negative terminal on the dash -- it works just fine.

Is it possible that my fuel tank is not grounded? How can this be? I'm
positive its bolted to the frame (just thought I'd use the word "positive" in
here somewhere).

I'll appreciate any suggestions or similar experiences.

Thanks,

Dan Formosa              danformosa@aol.com

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

From: David  W Scott <birddog@auburn.campus.mci.net>
Date: Mon, 27 May 1996 19:19:48 -0500

unsubscribe lro-Digest

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

Date: Mon, 27 May 1996 21:32:32 -0700
From: twakeman@scruznet.com (TeriAnn Wakeman)
Subject: Re: Question about fuel gauge grounding

At 10:26 PM 5/27/96 -0400, DanFormosa@aol.com wrote:
>Dear LRO's
>A few recent messages on the list about fuel gauges prompted me to check out
	 [ truncated by lro-digester (was 13 lines)]
>positive its bolted to the frame (just thought I'd use the word "positive" in
>here somewhere).

I believe the stock mountings have rubber bushings.  If you look at the
series III sender unit, you will see a ground lug ateahed.  if you have a
wire from that lug to the frame that has good connections it is grounded.
If not,,,??

TeriAnn

twakeman@scruznet.com   <- NOTE NEW ADDRESS

Celebrating my tenth year on Usenet/Internet

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

Date: Tue, 28 May 1996 00:31:08 -0400 (EDT)
From: Rick Grant <rgrant@synapse.net>
Subject: Found in the Telegraph

I found the following two pieces in today's edition of the London Telegraph
(www.telegraph.co.uk) and at the risk of irritating copyright lawyers
everywhere. . . . . .

                    IT WAS a pleasant winter's day in 1993 when
                    Michael Young took delivery of the first of his
                    Land Rover Discoverys, an August 1993,
                    ex-demonstrator 3.5 V8i three-door automatic,
                    with 1,300 miles on the clock. He had no
                    inkling of the storm clouds that were gathering.

                    Within four months and 4,000 miles, the
                    transfer box had begun to whine and was
                    replaced twice. By the end of April 1994 the car
                    had also been fitted with a new rear differential,
                    a new rear hub, new rear springs, new cam
                    followers, new injectors, a new ECU and a new
                    Lambda sensor. The second replacement
                    transfer box was as bad as the first and was
                    replaced again, but this was "the worst of the
                    lot". From May 26, 1994 to September 28,
                    1994, Mr Young wrote to and telephoned the
                    dealer and Land Rover for a fourth replacement
                    transfer box.

                    Eventually, through Sturgess Land Rover, the
                    manufacturer agreed to replace the vehicle with
                    an "ex-demonstrator" five-door Discovery 3.9
                    V8i automatic, fitted with alloy wheels. Mr
                    Young agreed to pay an extra =A32,000 for the
                    two additional doors, alloy wheels and bigger
                    engine. The specification was confirmed three
                    times.

                    By the time the car was under the insured rather than
                    the manufacturer's warranty, the camshafts failed

                    But when the April 1994-registered replacement
                    arrived in November 1994, it turned out to be a
                    three-door, 3.9i automatic with steel rather than
                    alloy wheels and no documents - not even the
                    service book. In the circumstances, Sturgess
                    Land Rover did not ask for the =A32,000 and
                    eventually the service book turned up, showing
                    that the first 1,000-mile service had been carried
                    out at 2,348 miles, the 6,000-mile service at
                    7,766 miles and the 12,000-mile service at
                    15,442 miles - all delays against the terms of
                    Land Rover's own warranty and the insured
                    second- and third-year warranty. But before he
                    discovered this, Mr Young had accepted his
                    second Discovery. Initially, he said, "it ran
                    superbly". Then the rubber hub covers started
                    popping off in hot weather and the hub seals
                    started leaking oil over the front wheels. The
                    seals were replaced, but this caused severe
                    vibration, so the car had to go back for the
                    wheels to be rebalanced.

                    Next, two sticking starter motors were replaced;
                    the third still "rasped" and sometimes appeared
                    to "stick". Then the engine suffered complete
                    loss of power, diagnosed as "possibly" caused
                    by the debris of the catalytic converters
                    breaking up due to a misfire. In the event, only
                    the rear silencer was replaced. By the time the
                    car was under the insured rather than the
                    manufacturer's warranty, the camshafts failed.
                    They were replaced, but not the rocker cover
                    and camshaft end seal gaskets, so oil began to
                    leak from the engine.

                    The third starter motor and the starter ring (the
                    true cause of the problem) were replaced - a
                    "gearbox out" job. On re-assembly, the radiator
                    was located too low, causing the alternator belt
                    to shred the plastic shroud, and bolts holding
                    the gearbox to the engine were not tightened,
                    resulting in "severe clonking" and the gear
                    change quadrant jamming in first and second.

                    In desperation, Mr Young wrote to John Towers, then
                    chief executive of the Rover Group

                    Transfer box failure - yet again - followed, but
                    the warranty insurers refused to replace it,
                    instead agreeing to adjustments that left a
                    "double clonk" on accelerating or decelerating.
                    Mr Young requested that a Land Rover
                    engineer inspect the drivetrain. The inspector
                    agreed that a new transfer box was needed. He
                    also agreed to a new rear bumper (the original
                    had rusted prematurely), a steering column
                    modification to fix a squeak, and a cure for the
                    blowing exhaust.

                    When the car came back, the drivetrain still
                    clonked, the exhaust still appeared to be
                    blowing, oil continued to leak from the engine,
                    the oil light often remained on after start-up, the
                    car momentarily lost power before having
                    "power surges" and, in Mr Young's words, "the
                    bottom end of the engine sounded very raspy".

                    SO, in desperation, Mr Young wrote to John
                    Towers, then chief executive of the Rover
                    Group. On April 11, 1996, he received a reply,
                    mistakenly describing the car as having been
                    "tested by a Land Rover Technical Manager,
                    who confirmed that your vehicle is within
                    vehicle tolerances".

                    In fact, the inspection was before, rather than
                    after, the transfer box was fitted and the report
                    agreed that the car was not within vehicle
                    tolerances. John Towers went on: "In the light
                    of the action taken, it is difficult to accept that
                    there is anything wrong with your vehicle, but
                    in order to convince you that your vehicle is as
                    it should be, Sturgess Land Rover are currently
                    sourcing a Discovery and will contact you to
                    arrange a further demonstration."

                    Mr Young could not believe that the company
                    would try to find a Discovery that was as bad as
                    his, simply to prove that they were all as bad.
                    Nevertheless, on April 24, he had a three-hour
                    meeting with Sturgess Land Rover. A Crypton
                    test showed 0 per cent CO, so, though it may
                    have sounded like it, the exhaust was not likely
                    to be blowing and the "cats" must have been
                    OK. The dealer offered to rectify all the
                    remaining faults, including installing a new fuel
                    injection air flow meter and inner hub seals.

                    Instead, after his two-and-a-half years of grief,
                    Mr Young asked that, rather than go to all this
                    further expense, Land Rover or Sturgess simply
                    make him a sensible offer for his car so he can
                    get out of it and into something he feels will be
                    more reliable. Sturgess agreed to put this to
                    Land Rover. We are still awaiting the outcome.

And the second related piece also from the Telegraph

                    FROM day one there were "Range Roguers".
                    Some friends tried to buy one in 1971 for a tour
                    of Italy and had to cancel the trip because the
                    car was so unreliable. A chap in the electronics
                    export business told me it was "the only car for
                    the job" (taking Middle Eastern customers on
                    shooting trips). But, having owned 25, he
                    reckoned, "you either get a good one or a bad
                    one, and until you've had it for a while you
                    don't know which it's going to be".

                    A mention of Land Rover and Range Rover
                    reliability in my Agony Column triggered four
                    replies. M. W. had bought a new one every
                    three-four years since 1954 and his 1991
                    Defender had needed a new injection pump,
                    new steering box and new starter motor - all
                    within 22,000 miles.

                    M. J.'s 34,000-mile Discovery had needed a
                    =A3600 injection pump repair and a new clutch.
                    Between January 1994 and August 1995, P. D.
                    had owned three Discoverys. The first had
                    various minor faults, the second, gearbox faults
                    caused by "a wrong part fitted at the factory", a
                    hydraulic leak and total automatic transmission
                    failure, and the third a gearbox, which "slipped
                    into neutral when the car was in motion".

                    P. B. bought his Discovery in 1993 and in
                    40,000 miles has experienced a faulty gearbox,
                    leaking gearbox oil seals, leaking transfer case
                    oil seal, two starter motor failures and pitted
                    front axle spheres.

                    Previous readers' letters show a pattern of Land
                    Rover drive-train alignment problems. There is
                    also no doubt that the gearchange on manual
                    Discoverys and Range Rovers is a bit too
                    remote for some drivers and there is natural
                    drive-train "wind up".

                    In the latest Top Gear/J. D. Power survey of
                    L-reg cars, the Discovery scored 73, slightly
                    below the industry average of 77. To put it into
                    perspective, this is well above the Vauxhall
                    Frontera, which scored 67, but well below the
                    Mitsubishi Shogun, Isuzu Trooper and Jeep
                    Cherokee, all at 83.

                    The other side of the story is thousands of
                    owners who have had very little trouble, who
                    you don't hear about. I know quite a few who
                    are, or were, very happy indeed with their
                    Range Rovers and Discoverys. British police
                    forces regularly run Range Rovers and
                    Discoverys on motorway patrol up to 200,000
                    miles.

                    But this is not a whitewash. Land Rover needs
                    to look after its dissatisfied customers a bit
                    better. And if Daihatsu, Mitsubishi, Isuzu, Jeep
                    and Subaru can all offer three-year warranties at
                    very little expense to themselves, Land Rover's
                    excuses for not providing a proper warranty are
                    wearing thin.

                                                        Rick Grant

rgrant@synapse.net
Ottawa, Ontario, Canada

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

Date: Mon, 27 May 1996 21:55:42 -0800
From: "Deanna D. Sitter" <lani@alaska.net>
Subject: Brake bleeding

I'm swapping in some 11 inch brakes and 3.8 gears to my '73 88 in anticapation of the V-8 going in later this 
summer.  I've heard all kinds of bad stuff about bleeding these brakes so I thought I'd ask for tips ahead of 
time, so let me hear from you.  I've got everything apart now but will not have it together for probably at 
least a week due to additional mods that will require some machine work.

While the Rover is down I drive my '67 FJ-40 which is normally just used for plowing in the winter.  I took the 
top off as I will be using it quite a bit this summer.  The Land Cruiser people all wave at me, they are very 
friendly.

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

Date: Tue, 28 May 1996 17:00:28 +1000 (EST)
From: Lloyd Allison <lloyd@cs.monash.edu.au>
Subject: anyone dealt with Roverland ?

Has anyone had dealing with :-

Roverland,
2036 Village Point Way, Sandy, Utah 84093, USA.
Land Rover Parts and Accessory,
tel:801-942-7533,

Lloyd

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

Date: Tue, 28 May 1996 09:26:14 +0000
From: M.J.Rooth@lboro.ac.uk (Mike Rooth)
Subject: Re: Go figure...

 And, just what do you have to do to become a "trained beer taster"?
Change your name to Dale Desprey???

Uncle Mike

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

From: slade@sisna.com
Date: Tue, 28 May 1996 01:28:24 -0700
Subject: Re: anyone dealt with Roverland ?

Lloyd queries:

>Has anyone had dealing with :-
>Roverland,
	 [ truncated by lro-digester (was 8 lines)]
>tel:801-942-7533,
>Lloyd

Never heard of 'em Lloyd, but if you called Bill Davis of Great Basin
Rovers in Salt Lake City, UT, he would be able to give you a local
perspective (if there is one).

I moved up from SLC in Aug. of last year to Portland, and keep in touch
with many of my old buddies/parts sources.  I've never heard of them, for
better or worse, as they say.

Here's Bill's info.

Bill Davis
Great Basin Rovers
342 W. 1700 S.
SLC, UT  84115
801 486 5049

Tell him 'hi' if you call!

Michael Slade
1970 109 5-door SW
(the one with the cool grille)
now with Saab seat belts, and Mitsubishi bucket seats (aaahhh)
slade@sisna.com

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

From: marsden@digicon-egr.co.uk (Richard Marsden)
Subject: Re: More engine trouble...
Date: Tue, 28 May 96 9:30:57 BST

> At 10:48 AM 5/24/96 +0000, you wrote:
>  Serious trouble starting and staying going.
	 [ truncated by lro-digester (was 16 lines)]
> metal shavings out of the engine block. It turns out the Pilot Bearing was
> the culprit after over 200,000 miles.

Sir!  I might be English...   :-)

Yes, I think its the distributor, or possibly the cables (all this
armour is more hassle than its worth), and of course, the spark plugs
are now all mucked up.
I'm going to take it to a garage. There is a local Landie one (they're
more of a Disco/Rangy dealership), probably quite expensive, but they
should know their stuff.

Richard

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

From: marsden@digicon-egr.co.uk (Richard Marsden)
Subject: Re: DownEast Rally July
Date: Tue, 28 May 96 9:35:01 BST

> Dear All,
>         Been flooded with emails about the July 4th weekend Off Road day,
> and DownEast Rally here in Maine, July 5-8.

Land Rovers & Fourth of July   - you've got to smile!   :-)

Richard
PS: I was in SF for last years 4th July Fireworks. Weather was typical summer
SF couple-of-hundred-foot low cloud, so the fireworks were a bit of a
disaster...

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

Date: Tue, 28 May 1996 10:40:20 +0200
From: Frank Bokhorst <bokkie@uctvms.uct.ac.za>
Subject: Re: Capstan winch

Sorry if I offended anyone by referring to the capstan as
'obsolete'!  One look at it tells you it must be something
very useful.  But honestly, I'd never seen one before on any
of the hordes of 4 x 4 J**p's that roam the tarmac of Cape Town.
That is, not until I looked in the litterature accompanying
my first L***R****.

Perhaps I'll get a belt-drive rear power take-off next? Why not?
Have you ever heard the lazy sound of a twenty-foot long leather 
belt going round 'slap, slap, slap'?  Just to bring back that 
memory, I'd get me a belt drive.  To saw logs, or something...

Frank 'lover of obsolete technology' Bokhorst

personal e-mail: bokkie@psipsy.uct.ac.za 
Psychology University of Cape Town

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

From: marsden@digicon-egr.co.uk (Richard Marsden)
Subject: The Tardis
Date: Tue, 28 May 96 9:40:55 BST

Watched the Dr. Who film lastnight (I believe it was on in the US a while ago),
and noticed certain similarities.
The general philosophy, of it works, if something goes wrong its easy to fix,
but a quick hit is required from time to time. Then if something does go wrong,
there are lots of levers, switches, etc. to switch madly back and forth.
At the beginning, the TARDIS came to a halt with a timing problem [I've
got distributor trouble ATM], and on landing, an oily ooze leaked out...

Not forgetting the interior decorations,  the Land Rover also give a completely
new meaning to the phrase "Time Machine!"    :-)

Richard

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

From: "Mr Ian Stuart" <Ian.Stuart@ed.ac.uk>
Date: Tue, 28 May 1996 09:49:19 +0000
Subject: A solution to the problem of inaccurate speedos

<After a long hiatus, where The Major seemed to lose my email address, 
I've re-joined the list!>

This may have already been answered, but here goes anyway...

Vis-a-vis speedos: According to two (independant) sources, to correct the 
error in the speedo reading, you have to change the *head* not the 
gearbox-end.

The speedo head has a number written on it which will tell you the number 
of revolutions of the cable to 1 mile. To get this number, look at the 
face of the speedo and written along the bottom edge of the face is some 
text, followed by a number. This is the magic number!

I've seen 1375, 1408 & 1536.

Now, the question is this: If you are reading under my about 10%, do you 
want a larger or smaller number?

     ----** Ian Stuart (Computing Officer)        +44 31 650 6205
Royal (Dick) School of Veterinary Studies, Edinburgh University. 
 <http://www.vet.ed.ac.uk/> or <http://www.tardis.ed.ac.uk/~kiz/>

Quote of 1996: "A.L.S. is a good example of scottishissityness"

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

From: "Mr Ian Stuart" <Ian.Stuart@ed.ac.uk>
Date: Tue, 28 May 1996 10:02:25 +0000
Subject: Celebrity owners..

Please could people take a look at the Celebrity Owners list, and tell me 
what changes have happened in the past few months. The URL is:

	http://www.tardis.ed.ac.uk/~kiz/celebs.html

(BTW - I would have appreciated acknowledgement as the origonator of the 
list that the Ridgecrest lot have 'aquired')

Details on my 109 are at:
http://www.tardis.ed.ac.uk/~kiz/lucas.html

     ----** Ian Stuart (Computing Officer)        +44 31 650 6205
Royal (Dick) School of Veterinary Studies, Edinburgh University. 
 <http://www.vet.ed.ac.uk/> or <http://www.tardis.ed.ac.uk/~kiz/>

Quote of 1996: "A.L.S. is a good example of scottishissityness"

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

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