[ First Message Last | Table of Contents | <- Digest -> Archive Index | <- Browser -> ]
msg | Sender | lines | Subject |
1 | Michel Bertrand [mbertra | 101 | Land Rover and the law... |
2 | Andy Woodward [azw@aber. | 14 | stumpy |
3 | "Niel J. P. Fagan" [NF@o | 31 | Re: Carb O-ring material. |
4 | pwakefie@isd3.esrin.esa. | 32 | Over the top |
5 | krm@mtnms.mt.lucent.com | 15 | HP and Torque limit of IIA drive train |
6 | jouster@rocket.com (John | 22 | 1st aid supplies |
7 | ericz@cloud9.net | 45 | Land Rover and the Law... |
8 | Brad F Worls [bworls@ovn | 25 | A few LR questions |
9 | ecrover@midcoast.com (Ea | 34 | Free stuff! |
10 | steve_reddock@uk.xyratex | 30 | Chassis |
11 | QROVER80@aol.com | 13 | Video of the "Down East" has finally arrived |
12 | ecrover@midcoast.com (Ea | 19 | Re: Chassis |
13 | eheite@dmv.com (Ned Heit | 29 | dilute the hydraulic fluid |
14 | "Tcoron" [tcoron@nswc.na | 25 | Delco alternators, etc. |
15 | Lodelane@aol.com | 12 | Re: Video of the "Down East" has finally arrived |
16 | Lodelane@aol.com | 27 | Re: Over the top |
17 | RALPH@SMUGGITS.MHS.Compu | 42 | Re: Re: Parabolic Springs. |
18 | scooper@scooper.seanet.c | 8 | Sighting |
19 | twakeman@scruznet.com (T | 64 | Re: HP and Torque limit of IIA drive train |
20 | Michael Carradine [cs@cr | 52 | LR Series parts policy |
21 | Raimo =?iso-8859-1?Q?Nie | 30 | Gold Rush in Lapland of Finland |
22 | jp@post.kosone.com | 18 | Snow Tires - for Canadian winter |
23 | "Christopher H. Dow" [do | 18 | Rosenkrantz rolls under his own power |
24 | Wdcockey@aol.com | 20 | Re: Parabolic Springs. |
25 | "Christopher H. Dow" [do | 39 | Series IIA Electrical (specifically coil) |
26 | Wdcockey@aol.com | 25 | Re: Stage 1 heresy. (New LR speculation) |
27 | GElam30092@aol.com | 52 | Workin on the Rover.... |
28 | Blair Gillespie [Gillesp | 20 | Sightings |
29 | rovah@agate.net (John Ca | 28 | Series III dash tray removal(not instrument cluster) |
30 | m.belik@uws.edu.au (Miro | 24 | Steering Problem |
31 | m.belik@uws.edu.au (Miro | 27 | Re: Late IIa Clutch Master |
32 | Ross [fax.rescue@hunterl | 20 | Depreciations & appreciations |
33 | "Christopher H. Dow" [do | 10 | Correcton on electrical question |
34 | "Christopher H. Dow" [do | 23 | Turning indicator wiring in a '65 IIA |
35 | AKBLACKLEY@aol.com | 24 | V-8 Camshaft |
36 | Marc Rengers [mr@grant.m | 95 | [not specified] |
Date: Fri, 25 Oct 1996 07:46:12 -0400 From: Michel Bertrand <mbertran@InterLinx.qc.ca> Subject: Land Rover and the law... Hello all, Seeing that the traffic was not too high on the list, I had a few spare minutes so I decided to look for canadian jurisprudence which involved Land Rover. This is the results of my search. The first case is from Ontario where Land Rover Canada was condemned to pay around 850,000.00 Canadian $ for not respecting a dealership agreement with a Yorkville dealer. " My conclusion then is that the loss of profits and therefore the amount of damages to which the plaintiff is entitled is the sum of $845,101.00. " Pretty good profit for three years!! The 55-page judgment has tables and such that shows profits, costs, etc.. Pretty cool. The second case is again from Ontario, from a guy who moved in from South Africa. Before leaving, he agreed upon buying a LR but never paid for it. "The defendant was a solicitor, practising law at Westville, South Africa. In August 1976, the plaintiff entered into an agreement with the defendant for the purchase of a Land Rover motor vehicle. In August 1977, the defendant moved to the City of Hamilton in the Province of Ontario. He has resided in Ontario since that time." Is he on the list? The third case is from British Columbia where a chap suffered severe injuries from an accident in his 1973 88". This is what the judge says: " The plaintiff was driving a 1973 Leyland Land Rover at the time of the accident. That is a utilitarian vehicle known for it's strength and durability but not it's occupant comfort. In the vernacular it is built like a "tank". The vehicle was equipped with a 3 point restraint harness which the plaintiff was wearing. The seats were steel frames, thinly padded, with seat backs below shoulder height. There were no headrests on the seat backs. [para15] The plaintiff had stopped on the highway, signalled a left turn, and was waiting for oncoming traffic to clear. There was no traffic visible behind him when he stopped. Without warning the plaintiff's vehicle was struck from behind with such force the vehicle was propelled across the highway and into a ditch. An eye witness confirmed the defendant's Volvo was travelling at high speed at impact. The plaintiff describes the impact as an explosion. [para16] The rear axle and differential of the Land Rover were torn from the frame in the collision, and both plaintiff's and defendant's vehicles were damaged beyond economic repair. There is no doubt that the impact must be categorized as severe. [para17] The plaintiff briefly lost consciousness in the collision and awakened to someone banging on his window. " Ouch! The next case involves a family affair. In a divorce, value of the goods must be determined both at the date of marriage and at the date of separation. In the items, was a Land Rover. Value of Property Owned at Date of Marriage, which was 1975: "Land Rover 1,000.00" Assets Owned at Date of Separation, which was 1983: "1968 Land Rover $100.00" Does that sound like a reasonable devaluation? Doesn't say if it has a rusted frame or not. Maybe the Land Rover was the reason for the failure of the marriage? The last case, from British Columbia, is rather sick. It's about a kid who was a victim of child-abuse and didn't quite enjoy his experience in a Land Rover. "The Defendant had zipped our two sleeping bags together and we got into them in the back of his Land Rover truck." Enough said on that case. Hope I didn't bore any of you, and I'll keep my eyes open for other interseting stories, Michel Bertrand ______ Sherbrooke, Quebec, Canada, / __ / \ 1963 109 PU (Rudolph) | Lucas | 1968 109 SW (in the works) | Inside | 1973 88 SW (21st century project) \ / \______/ ------------------------------[ <- Message 2 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: Andy Woodward <azw@aber.ac.uk> Date: Fri, 25 Oct 1996 12:56:50 +0000 Subject: stumpy >Note on pulling stumps......I've never (knock on wood heh heh) >stressed any drivetrain parts...(the frame and the tow hooks on the [ truncated by lro-digester (was 9 lines)] >happening and monitor the "slack removal"...I guess maybe I'm not >actually pulling stumps but rather jerking them....Works for me! Or just use the lorry as a ground anchor and winch em out with the HiLift. ------------------------------[ <- Message 3 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: "Niel J. P. Fagan" <NF@orc.soton.ac.uk> Date: Fri, 25 Oct 1996 13:30:47 GMT Subject: Re: Carb O-ring material. Some one asked about O-rings that won't be distroyed by cheap fuel, (or the additives there in), searched out a few bits in the office, suggestions are:- 1. Viton or 2. (if your rich) Du Pont KALREZ, which lists more chemicals its resistant to compared to viton (which is pretty good too). Contact address U.S. Sales Office E.I.du Pont de Nemours & Co., Inc. Elastomers Division Germany Park Wilmington, Delaware 19898 (302) 774-6880 Telex 835-420 I have other addresses if required for elseware. No connection etc, see disclaimer below. Rgds Niel Views expressed are personal and not those of the University, unless otherwise & expressly stated. ------------------------------[ <- Message 4 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Fri, 25 Oct 1996 16:43:52 +0200 From: pwakefie@isd3.esrin.esa.it (Paul Wakefield - System Manager (SERCO) X492) Subject: Over the top Re: Overdrives From: Lodelane@aol.com > Make sure you pack the clutch sleeve with a high moly grease - recommend CV > joint grease. This is the only lube the assembly gets when running. eek, I didn't do this, do I _have_ to grease this bit up ? ie. Do I have to take it all off again :-( > watch the studs when you first put the OD onto the transfer case. Two or > three of them must have the nuts started on them before the OD is pushed > fully in Been there, done that and pulled it out again. Don't forget your piece of 2" by 4" (lever) to 'encourage' it to slide into place ! > Do what someone mentioned earlier this week and vent the OD top cover up into > the engine bay. Eh ? How, the top cover plate of the OD has a drilling in it with spilt pin on mine as far as I can remember.If it isn't overfilled then it shouldn't spew oil? Cheers, Paul"oh no, another day wrestling with the damn overdrive approaches"W ------------------------------[ <- Message 5 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Fri, 25 Oct 96 10:28:05 EDT From: krm@mtnms.mt.lucent.com (K.MOHLENHOFF) Subject: HP and Torque limit of IIA drive train Hello; How would you determine the point at which you would need to change the drivetrain when swapping an engine? The vehicle is a IIa with rover diffs and a 2.25D engine. The manual lists the 6 cylinder as 83HP and 128ft/lbs of torque, is this the max? Are there specifications for the gearbox, xfer and diffs for maximum stress/strain? No plans to do it, just curious. Keith R. Mohlenhoff ------------------------------[ <- Message 6 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Fri, 25 Oct 1996 08:25:21 -0700 From: jouster@rocket.com (John Ousterhout) Subject: 1st aid supplies This summer I was on a fishing trip where a 10-year old boy fell on his head (from a breaking tree branch). Out of nearly 20 adults present, I was the only one with 1st aid training (expired) (and nearly the only sober one). To make the story short, what I really needed was a STERILE DRESSING. The available 1st aid kit (my Rover was at home) had been used previously but not refilled. I used my dry, freshly laundered handkerchief after washing the kid's wound with hydrogen peroxide someone had. (He got 10 stitches in the back of his head at the nearest aide station, about 30 miles away) The bottom line, as an absolute minimum (IMHO), is sterile dressings (4x4 gauze pads) and tape. In the 4 moderately bad accidents I've had to deal with, nothing more was really necessary. Most off-road folks have plenty of gear to deal with shock, broken bones, etc, given the training, and Rover groups seem to have an unusually high percentage of trained people. Must be part of the reason I like them. 'nuff said John O ------------------------------[ <- Message 7 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: ericz@cloud9.net Date: Fri, 25 Oct 1996 11:22:58 -0400 (EDT) Subject: Land Rover and the Law... Michel's research on Land Rover's connection with Canadian law sparked some interest, so I figured I would take advantage of the free "for educational use only" searches available of electronic databases. Here's what has gone through the U.S. federal courts that has to do with Land Rovers.... First, we have a case where some suspected drug dealers were driving a Land Rover, the cops chased and shot at them...turns out they had no drugs. Suspected dealers brought a civil rights case.... Next, we have a couple cases (well known in the law between dealers and manufacturers) where British Leyland tried to coerce Triumph dealers to carry the Land Rover line when they were consolidated in 1968. Many of these dealers were already carrying competing lines and refused. Leyland then decided to stop shipping Triumphs...naturally, the dealers weren't too happy and they filed suit. Next, a political assylum case where the man seeking assuylum remembers that his persecutors were driving Land Rovers... Next, a dispute between Infiniti and one of their dealers where the dealer picked up Land Rover, and Infiniti believed it to be a competing product and filed suit for breach of contract. Next, the estate of a British citizen who was killed in Guinea when the Land Rover in which he was riding overturned...the LR happened to be owned by a U.S. corporation....hence the U.S. courts. Next, an interesting case from 1957 where Land Rovers being shipped to Cuba from New York were damaged....the case indicates that at least 35 Rovers were shipped....wonder where they are now? Finally, we have the bankruptcy proceeding of a LR dealer in Newport Beach, CA. Ok folks, thats the federal courts system....now that you know I have nothing better to do with my time (actually, I do, but this was too tempting)....I'll see if there are any state cases with LR content at a later date.... Rgds, Eric ------------------------------[ <- Message 8 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Fri, 25 Oct 1996 11:46:39 -0400 From: Brad F Worls <bworls@ovnet.com> Subject: A few LR questions Hello All, First may I apologize for doing anything wrong as I am new to this. Secondly, being interested in becoming a LRO I had a few questions that needed anwsered! a) Has anyone dealt with or have knowledge of dealings with Renewed Traditions in GA? I have called them a couple of times and droped them e-mail but have not gotten a human response and their page on 'Refurbishment' is not available. b) Does anyone have titles and availability on LR Shop Manuals, Owners Manuals, Suplements, Mags., etc. If you could also ballpark cost it would be greatly appreciated. (US$ please) c) Is there a list of reputable parts houses kept by this group? I am greatly looking forward to becoming endentured to a 109 in the near furture, and appreciate any and all replies to my sophmoric questions. Thanx, Brad ------------------------------[ <- Message 9 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Fri, 25 Oct 1996 11:59:55 -0400 From: ecrover@midcoast.com (East Coast Rover Co.) Subject: Free stuff! Dear all, Especially those in Maine. Pre winter cleaning has left us with a huge pile of items we can no longer store, and, or no longer want. All the stuff is used, some ok, some junk, some good... Anyway.. this stuff is now FREE, and up for grabs. So come and get it if you want it. Don't expect perfect parts, but I'm sure someone can use some of it. Included are... 3 leaf chassis, with springs and axles, door tops, door bottoms, rear doors, 15 inch rims, fuel tanks, the usual stuff that piles up. We saved what we want, the rest is yours. Limits... Parts have to be picked up NOW! Friday or Sat. only. The junk man is coming, so get here first. Parts must be picked up during daylight business hours. If someone from ECR is not here, dont come, or the neighbors will call the cops. Sat. is OK Sunday is out. Sorry for the limitations... but it is free stuff. Thanks all! From: Mike Smith East Coast Rover Co. 207.594.8086 21 Tolman Road *Rt. 90* 207.594.8120 fax Warren, Maine 04864 ecrover@midcoast.com Land Rover Service, Sales, Restoration, and More Series Coil Chassis Specialists ------------------------------[ <- Message 10 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Fri, 25 Oct 1996 11:20:08 EDT From: steve_reddock@uk.xyratex.com Subject: Chassis *** Resending note of 25/10/96 12:12 Dear all, At the risk of having this message repeated 17 or 20 times, I'm going to do it anyway. We have for sale a 88" galv. coil conversion chassis, this is NOT one of ours, and is NOT an Arrow, it is an ex-Roverworks project that was given up on by the owner. The chassis has a power steering pump bolted on, and the rear shock mounts, and is set up for what looks like a V8, 5 speed. We are cleaning up the grounds before snow comes, so this chassis is now for sale to the highest bidder in the next few days. It has to be removed from here soon though. Thanks all, and lets hope this only appears once! See ya! From: Mike Smith East Coast Rover Co. 207.594.8086 21 Tolman Road *Rt. 90* 207.594.8120 fax Warren, Maine 04864 ecrover@midcoast.com Land Rover Service, Sales, Restoration, and More Series Coil Chassis Specialists What's that? Not funny? OK I won't do it again. ------------------------------[ <- Message 11 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: QROVER80@aol.com Date: Fri, 25 Oct 1996 12:24:45 -0400 Subject: Video of the "Down East" has finally arrived The videos of the Down East off-road day have arrived. They contain all the usual suspects, Mostly in various stages of getting stuck and unstuck. There are scenes of Eric's "forestry" in the, not quiet, stage one. Good stuff of Jared's 101. Lots of good stuff on Dave B and Spenny. It proves that that little incident with the "Pneumatic one" REALLY was Bob Morrison's doing. LOTS of good stuff. Rgds Quintin ------------------------------[ <- Message 12 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Fri, 25 Oct 1996 12:57:27 -0400 From: ecrover@midcoast.com (East Coast Rover Co.) Subject: Re: Chassis > We have for sale a 88" galv. coil conversion chassis, >What's that? Not funny? OK I won't do it again. Man did that get my heart going or what. I saw it all happening again!! No No, not again!!:-) Very funny! From: Mike Smith East Coast Rover Co. 207.594.8086 21 Tolman Road *Rt. 90* 207.594.8120 fax Warren, Maine 04864 ecrover@midcoast.com Land Rover Service, Sales, Restoration, and More Series Coil Chassis Specialists ------------------------------[ <- Message 13 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Fri, 25 Oct 1996 13:14:21 -0500 From: eheite@dmv.com (Ned Heite) Subject: dilute the hydraulic fluid Marc Rengers raised an interesting question about clutch fluids, to which I might be able to offer a suggestion from experience. When I brought Baby home, she had not been driven for several years. There may have been some liquid brake fluid way down in the bottom of the clutch hydraulic line, because it was possible to (sort of) make the clutch work. Everything underneath was frozen shut (bleed valve, etc.), so I tried another tack. I put a new master cylinder in the top and filled the reservoir with fresh fluid. This disappeared soon, and I put some more fluid in. What had happened, was that the fluid in the system had turned to jelly after sitting for untold years. All it needed was to be diluted, which the alcohol in the replacement fluid did. Problem is that you need to pump the stuff down the tube, which takes a while. So I disconnected the tube at the bottom and pumped the clutc pedal. Finally some relatively liquid stuff came out. I reconnected the tube and let it pump. If there was air in the system, it eventually bubbled out, and three years later I have not yet bled the system. _______ |___|__\__== | _ | | --] Ned Heite, Camden, DE 19934 <DARWIN>< =(O)-----(O)= " " ------------------------------[ <- Message 14 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Fri, 25 Oct 1996 13:40:49 -0400 From: "Tcoron" <tcoron@nswc.navy.mil> Subject: Delco alternators, etc. Greetings: I'm not on the LRO list, but can receive individual messages if anyone wishes to enlighten me about Delco alternator installation. I know there have been a few threads on the subject, but I can't find any of my old stuff. Delco part number? Hints, etc. on mounting brackets? I really miss the daily digest, and wonder what the old timers (Terrianne, Mike Rooth, Dixon, etc. are up to). Looking forward to the day when I can get private email without having to make a long-distance call, etc. Feel free to email me in the meantime at tcoron@nswc.navy.mil Tom Coron tcoron@nswc.navy.mil 66 IIA 88 (RHD) 540-775-4575 ------------------------------[ <- Message 15 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: Lodelane@aol.com Date: Fri, 25 Oct 1996 13:47:04 -0400 Subject: Re: Video of the "Down East" has finally arrived Quentin, How does one go about getting a copy of the incriminating evidence? Larry "Have blank tape, will pay postage" Smith Chester, VA ------------------------------[ <- Message 16 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: Lodelane@aol.com Date: Fri, 25 Oct 1996 13:47:20 -0400 Subject: Re: Over the top Paul, Looks like the bearing on your clutch sleeve are running pretty dry. May want to think about another teardown. Yes, the top cover has a hole and a cotter pin that is supposed to allow relief of the "air pressure" that builds up, plus a convienient means for excess 90 weight to be vented out. What happens is that you continually lose some 90 weight which keeps the park brake nicely oil soaked. I used a sheet metal screw to plug the vent hole, drilled and tapped a 3/8 NPT elbow into the top to run a line up to the engine bay to vent the "gasses". Forgot to include the part about you almost having the gear case mated up to the transfer case, when it won't seat any further. You need to then "bump" the starter to get the gears to line up. Then you can fully seat the OD unit. 'til later, Larry Smith Chester, VA ------------------------------[ <- Message 17 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: RALPH@SMUGGITS.MHS.CompuServe.COM Date: 25 Oct 96 14:19:35 EDT Subject: Re: Re: Parabolic Springs. John, The airspring setup I envisage is a trailing link setup which will use the original front spring hanger (which will be reinforced) to hold a half spring which will locate the axles and provide the means through which they will be able to travel as before (the path will be slightly different, but essentially unchanged.) A panhard rod will be used to prevent the axles from moving side to side. The springs have to have the following properties. 1. Stiff vertically and horizontally so they allow the air spring to provide the springing and locate the axles accuratly, additionally this stiffness will resist the axle wrap. 2. Sufficiently torsionally flexible so that along with the deflection of the bushes they allow the axle to travel through it's full range. 3. Strong. I believe that the use of parabolic springs (or parabolic steel?) is to provide these properties. If the parabolic refers to a tapered shape then this could be to resist axle wrap, as unless I'm being stupid the force required to resist the twisting of the spring by the axle related driveline force decreases with distance from the axle. The thinner spring section would also allow more twisting of the spring, which satisfies section 2. I will probably use torsion bars anyway, as it seems like a good idea, especially at low off-road speeds as it will prevent damage and give better off-road ability. What book did you get the information from and what are your plans? Regards, Ralph. ------------------------------[ <- Message 18 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Fri, 25 Oct 1996 16:55:17 -0700 (PDT) From: scooper@scooper.seanet.com (Sandy Cooper) Subject: Sighting Saw a series 11a or 111 in the industrial part of Seattle today, pastel green white hardtop, slight crease on passenger side door, nice shape. Anyone on our list? John Cooper 11a ------------------------------[ <- Message 19 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Fri, 25 Oct 1996 21:57:04 -0700 From: twakeman@scruznet.com (TeriAnn Wakeman) Subject: Re: HP and Torque limit of IIA drive train At 10:28 AM 10/25/96 -0400, K.MOHLENHOFF wrote: >How would you determine the point at which you would need to change the >drivetrain when swapping an engine? The vehicle is a IIa with rover diffs ;and a 2.25D engine. The manual lists the 6 cylinder as 83HP and 128ft/lbs >of torque, is this the max? Are there specifications for the gearbox, xfer >and diffs for maximum stress/strain? ; >No plans to do it, just curious. ; I think a lot depends upon how you drive. If you are into power shifting, reving the engine and dumpiCheers > *----"Jeep may be famous, LAND-ROVER is Legendary"----* > | A. P. (Sandy) Grice | [ truncated by lro-digester (was 8 lines)] > | 757-423-4898 (Evenings) FAX: 757-622-7056 | > | From Bartlett@slip.net Sat Oct 26 21:22:28 1996 id VAA00359; Sat, 26 Oct 1996 21:22:27 -0700 by ferret.slip.net with smtp (Exim 0.56 #2) id E0vHKzk-00018z-00; Sat, 26 Oct 1996 19:30:37 -0700 Message-ID: <3272C9D6.79BE@slip.net> Date: Sat, 26 Oct 1996 19:32:54 -0700 From: Jeremy J Bartlett <Bartlett@slip.net> X-Mailer: Mozilla 2.02E-KIT (Win16; U) MIME-Version: 1.0 CC: Land-Rover-Owner@Land-Rover.Team.Net Subject: Southdown Armor Installation Report and ? Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit content-length: 1075 I spent/wasted most of today putting front end armor on Samson (D90). I ran into some unexpected problems installing the Southdown front axle guard. Apparently the guard cannot be installed with the front anti-sway bars in place. Consequently Samson is now a little looser up front :) Unfortunately darkness set in before I could finish up (no it was past sunset not a Lucas worklamp), and I was left with one problem to solve. Installation of the guard requires removal of the front radius arm to axle bolts. Upon removal, naturally enough, the radius arms have drooped slightly so the bolts cannot be reinserted. Am I missing something here or can anyone suggest a good approach to getting these back in place? My plan for tomorrow is to try jacking directly under the radius arm while levering through the offset hole from one side and inserting the bolt from the other. I'll be inserting the bolt in the opposite direction from the original (nut will be inside) in order to allow for simpler removal in the future. Any comments? cheers and thanks, Jeremy ------------------------------[ <- Message 20 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Sat, 26 Oct 1996 12:48:50 -0700 From: Michael Carradine <cs@crl.com> Subject: LR Series parts policy Welcomed news, Land Rover Netizens! Reliable rumors persist in the UK indicating that as of October 28,'96, LAND ROVER will dramatically roll back prices on many fast-moving Series parts. This will have a direct effect on LAND ROVER associated parts houses such as RN and other 'genuine' parts channels, and may well be countered by third party parts suppliers on both sides of the Atlantic. However, by no means expect reductions for all 45,000 parts available from LAND ROVER in Solihull. LAND ROVER has been very complacent in the past and has not pursued an active and aggressive parts marketing policy. Estimates suggest that their market share is below 40% for SIII parts. Although there also have been rumors of a desire to establish a 'HERITAGE' vehicles department at Solihull, there is no evidence of this yet. LAND ROVER has neglected the SIII spares market for many years (with inflated prices) and thus allowed a parallel spurious parts network to flourish with 'low-quality after-market' parts. This situation is now being redressed. LAND ROVER lawyers have been busy in the UK and abroad during the past months rooting out copyright and logo infringements. LAND ROVER interest in recapturing some of the SIII parts market will be expressed as its current strategy to cater to the needs of SIII owners with genuine parts at 'fair' prices. Ultimately, the effect will be to squeeze the spurious parts suppliers into submission and to regain a sizeable chunk of the market again. Suppliers to LAND ROVER will be penalized if they are found to be supplying parts (made specifically for a manufacturer to his design) in a parallel market. Whether the impetus for such action comes from BMW is hard to say. It is certainly a germanic scenario, but LAND ROVER owners will eventually welcome it. LAND ROVER should be applauded for making efforts to reduce prices for genuine spare parts which may ultimately exemplify a new trend in the industry. It appears clear that this renewed interest is the result of LAND ROVER's marketing success of its product line here in the US, which in in no small way the result of five decades of brand loyalty, club activity and resurgent enthusiasm of Solihull's finest vehicles. Regards, Michael Carradine LROA #1258 ______ Michael Carradine [__[__\== Rupert 73-88, ?? 89-RR 510-988-0900 [________] Land-Rover Rough+Plushmobiles cs@crl.com _________.._(o)__.(o)____...o^^^ www.crl.com/~cs/rover.html ------------------------------[ <- Message 21 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Sat, 26 Oct 1996 17:04:09 +0300 From: Raimo =?iso-8859-1?Q?Niemel=E4?= <rampe@cultnet.fi> Subject: Gold Rush in Lapland of Finland Greetings from Finland Friends of Rover Terveiset Suomesta Hyv=E4t Rover Yst=E4v=E4t I have two Rovers: P4 1952 and Discovery 1990. In Finland we have Rover Club "Rover=B4s Friends", in the club are about 600 members and they have all= kinds of Rovers. My favority hobby is digging the Gold in Lapland. Diggging the Gold and Discovery fit together. I have own Gold place, where I am four - six weeks in summertimes. If somebody is coming to Finland and want to see and to try digging the gold, they are welcome to my gold place. I have a proplem with my Discovery. The heater is not made for the cold. Discovery is very cold in winter. How I can do the heater better. I had the same problem with my Range Rover 1988. I live in Tuusula near by Helsinki (30 km). You can send a message: rampe@cultnet.fi cheers Raimo Niemela ------------------------------[ <- Message 22 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: jp@post.kosone.com Date: Sat, 26 Oct 1996 22:38:30 -0400 Subject: Snow Tires - for Canadian winter Looking to prepare my NAS D90 for a Canadian winter. I have the OEM BFG 265/75 R16 BFG Mud/Terrain tires, but have been warned that these may be unsuitable for snow conditions - clear snow well from the treads, but may "float" rather than biting down through deep snow. Is this a reasonable comment? - or commercial b/s? If another tire is more suitable, which one should I get? Furthermore, which tires would be compatible in size with the Land Rover snow chains for the 244M+S Michelins on my '93 RR County LWB (yes, it *does* go off-road)? Thanks, John Pym ------------------------------[ <- Message 23 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Sat, 26 Oct 1996 20:12:24 -0700 From: "Christopher H. Dow" <dow@thelen.org> Subject: Rosenkrantz rolls under his own power Thanks to sage advice from Steve H. of British Pacific, I was able to track down two problems in my wiring: One of the brown wires on the battery side of the starter switch wasn't hooked up, and my fuse box leads needed cleaning up. From there, it was a matter of persistence. My stepson was trying to start the car while I had the test lamp on the distributor side of the coil, and it kicked over. A few more tries did it and it ran. Then Spencer F. and I talked on the phone and we figured out that the reason my headlamps aren't working is that they are burned out (the test lamp shows them getting power, but they aren't coming on). Tomorrow, I should have a fully operational Rover! Chris. ------------------------------[ <- Message 24 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: Wdcockey@aol.com Date: Sat, 26 Oct 1996 14:09:25 -0400 Subject: Re: Parabolic Springs. Ralph wants to re-engineer his LR: -The airspring setup I envisage is a trailing link setup which will use -the original front spring hanger (which will be reinforced) to hold a -half spring which will locate the axles and provide the means through -which they will be able to travel as before (the path will be slightly -different, but essentially unchanged.) A panhard rod will be used to -prevent the axles from moving side to side. This is very similar to the setup used on large truck tractors for the rear axles. Take a look at the spring setup they use sometime. BTW, what are you trying to accomplish? David Cockey Rochester, MI ------------------------------[ <- Message 25 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Sat, 26 Oct 1996 14:59:04 -0700 From: "Christopher H. Dow" <dow@thelen.org> Subject: Series IIA Electrical (specifically coil) [Sorry for the cross-post, but I know both lists have people who know about this stuff.] I've been wrestling with putting a new wiring harness in my '65 IIA. It is a long, sad saga, and I'll spare you the tearful bits. I bought a test lamp today, and started tracing from the battery through the system. The first place I saw a problem was the fuse box. A little sand paper and elbow grease applied to the contacts and that was taken care of. Now all the brown, purple, and white leads in the instument panel are hot with the ignition on. I even, by some turn of luck have the front left parking light working! That was quite a turn for the positive, and engerized me further. Next, I started tracing from the battery to the distributor. One thing I noticed was that the white wire into the coil was hot, while the white w/ black wire (mine is actually just black--I assume because it was done by some PO) leading from the coil to the distributor is not hot. Note that there is one lead on the side of the white wire, and two on the side of the white/black wire. The wiring diagram shows only two connections to the coil, however. So, my question is: Should the wire (not the big cable, but the wire) from the coil to the distributor be hot? Also, I am able to get the starter motor to crank, but can't get the car to start, and after a few tries, the positive terminal on the battery (I've converted to positive earth) no longer shows up as hot. Disconnecting the positive terminal and reconnecting it causes it to show up as hot again. I noticed that if I shorted the white wire on the coil to the exterior of the coil, the same thing happened. Any suggestions would be greatly appreciated. I've been without my IIA for 30 days now, and am having to drive my '83 Toyota Tercel 4WD Station Wagon (as if!), and it's putting me in a bad mood. Chris '65 IIA 88" SW '96 Disco (which the wife drives--at least _she's_ not roverless) ------------------------------[ <- Message 26 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: Wdcockey@aol.com Date: Sat, 26 Oct 1996 14:37:39 -0400 Subject: Re: Stage 1 heresy. (New LR speculation) Richard wonders: >So, when is Solihull going to replace the Defender? >Proper Landies seem to have a production life of about 12 or so years > - Defender must be due for replacement, but it seems like Solihull are >content to produce SUVs (CB40) and Disco replacements... One bit of information I heard on this side of the Atlantic is that a very small group at LR is studying/developing new body/frame technology for a Defender replacement. Probable date of introduction would be at least 2000. Don't forget that LR has a major revision of the LR available to military customers; XD, formerly Project Wolf. This has a stiffened and strengthened frame (chassis), essentially a new design. The bodywork is also modified. LR probably figures the less demanding civilians will continue to be satisfied with the current Defender, but major improvements were needed to continue winning military contracts. David Cockey Rochester, MI ------------------------------[ <- Message 27 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: GElam30092@aol.com Date: Sat, 26 Oct 1996 21:34:59 -0400 Subject: Workin on the Rover.... Had a good day workin on the Rover. The inside was fairly dirty so it received a good hosing. Even used a little engine cleaner and a brush to get some of the dirt and old "?" out. Got out the shop vac and picked up the water that didn’t drain out. Then, drained the oil and fitted the spin-on oil filter adapter. Refilled it with oil and double-checked everything. Looked at the right rear turn-signal. Wouldn’t flash or light. Left side was OK. Took the turn signal brush guard off, the lens off and pulled the bulb. It looked fine. Ohm’d it out and that was fine. Took the assemble apart and cleaned it all up a bit. Checked the voltage to the fixture and it was fine. Put everything back together and it worked. Must have been a bad ground or something. On a chronologically-challenged LR? Go figure.... Oh, it appears the original color must have been something close to blue.. or what ever the equivalent is. At least that’s the color under the inside right rear turn signal cover. What’s next? If it doesn’t rain tomorrow, maybe I’ll take the rear wheels off and check the brakes. I’ll order the front brakes next week...out of LR allowance this month... according to my wife! :-( If the rears are worn, I’ll get them too. Three questions: in light of a fairly sketchy history, should I consider preemptive actions like replacing the water pump? Timing chain? Suggestions? (Does preemptive work disqualify one from Lazy Bugger status ?) Another question: have a Brooklands Book on Series II and IIA, 1958-1971. On of the articles is on the Dormobile from 1967. On of the photos has what appears to be a speaker grill beside the instrument panel. It’s a right hand drive so the grill is to the left of the instruments. Teri Ann? Is that true or is this an anomaly? Just curious..... Another question... if I want to put seats in the back, what’s the best way of obtaining them? Bench seats would be OK. If there any chance of finding some used ones or should these be purchased from a supplier? Any help appreciated! Gerry Elam PHX AZ '64 Series IIA " Soldado Sangrando" '96 Disco "Great White" ------------------------------[ <- Message 28 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Sat, 26 Oct 1996 20:47:13 -0700 (PDT) From: Blair Gillespie <Gillespie@thegrid.net> Subject: Sightings Hi, I have been travelling around Ca. on trips the last couple of weeks and have seen some pretty cool Rovers. 1. 70's vintage Range Rover (Colorado plates)and a great looking blue 2a in front of the Biltmore in Santa Barbara. 2. 2a 88 in Truckie Ca. with black and yellow plates. 3. 109 3 door in Mount Shasta Ca. 4. Bright Yellow Disco with stickers on I-5 and many Range Rovers. Any body from the list? Blair Blair Gillespie San Luis Obispo Ca. USA 1988 Range Rover 1972 S III 88 1967 FLH HD ------------------------------[ <- Message 29 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Sat, 26 Oct 1996 14:20:15 -0400 (EDT) From: rovah@agate.net (John Cassidy) Subject: Series III dash tray removal(not instrument cluster) Hoping that someone has done this before and can give me some help! I've been trying all day to get to the hot air distribution box, which is located just inboard of the steering shaft, and is within the trim pieces that has the tray in it on the bulkhead. I removed the plastic tray and the passenger side air hose. I removed all the screws along the bottom edge. There are two hex head bolts which pass through the piece and into the bulkhead. Problem is, they must have nuts on the other side because they don't come out with turning. Second problem is that the don't pass all the way into the engine compartment either. How do I access the other side of these buggers!? 8-{ This is driving me nuts! Got the new heater controls from RN...installed the temperature cable fine. Other cable was not hooked up and is inoperable. Have to get into that darn box to fasten it to the flap that control distribution! Any help appreciated! John John Cassidy Bangor, Maine USA 2 Wheels: Ducati M900, Velocette Thruxton, Moto Morini 350S 4 Wheels: 1995 Discovery, 1987 Range Rover, 1966 Series IIA 88", 1974 Series III 88" ------------------------------[ <- Message 30 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Sun, 27 Oct 1996 11:29:33 +1100 From: m.belik@uws.edu.au (Miroslav Belik) Subject: Steering Problem Hi all. As some of you might know I bought a LR a few months ago (Seems like yesterday) and I asked about adjusting the steering box. Well I did it and it was steering great until a few days ago. My front of rear spring hanger collapsed so I replaced it, and after that the steering has been pulling. It pulls to the the left and then to the right and so on. This means that I have to keep correcting and sometimes the vehicle is all over the road. What could the cure for thisbe. Thanks in advance. Mirek. Miroslav Belik Email: M.Belik@UWS.EDU.AU UWS, Macarthur Phone: 018-028-708 or 61 2 823 9445 P.O. Box 555 FAX: 61 46 203025 Campbelltown, 2560 NSW Australia. ------------------------------[ <- Message 31 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Sun, 27 Oct 1996 09:11:14 +1100 From: m.belik@uws.edu.au (Miroslav Belik) Subject: Re: Late IIa Clutch Master >The clutch master is leaking on my 1970 IIa. It's a left hooker. Can >somebody run down the procedure which requires the fewest number of parts >to >be removed to get at the dang thing? Do I remove the wing or the Brake I found that the easiest way to do it was, by removing the clutch pedal, then taking the master cylinder off. It took me 1.5 hours to pull it out replace and put back. I did however have difficulties bleeding the slave cylinder. Isntead of the usual method I pushed the piston on the slave in a few times until no air was coming out of the resevoir. This saves on fluid and is very quick and effective, I have an excellent clutch pedal. Cheers. SIII Stage 1 1982 3.9D Miroslav Belik Email: M.Belik@UWS.EDU.AU UWS, Macarthur Phone: 018-028-708 or 61 2 823 9445 P.O. Box 555 FAX: 61 46 203025 Campbelltown, 2560 NSW Australia. ------------------------------[ <- Message 32 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Sun, 27 Oct 1996 16:07:41 +1000 From: Ross <fax.rescue@hunterlink.net.au> Subject: Depreciations & appreciations Hello all.. I remarked to a customer (who had his 4dr metallic Discovery automatic) parked in my driveway "That looks nice." "Yes" he replied, "it's the best car I've ever owned, and I may trade it in on a new one. It's depreciated and I'll have to kick in $10,000..." Well I looked over at 'Castrol' and wondered how much she was saving me in depreciation costs etc on a 'recent model' Landie. I am thankful and appreciate that the last 6 months (since head gasket) has been very consistant/reliable away on trips 3 times (bogged twice)and except for services and petrol, it has not needed any money spent on it at all. Is anyone else currently having a really good run out of a pre '65? Also I put pix of my 2 earlier Landies on Castrol's web page: http://users.hunterlink.net.au/~derf/swb/index.html Cheers Ross Fairclough. ------------------------------[ <- Message 33 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Sat, 26 Oct 1996 15:02:26 -0700 From: "Christopher H. Dow" <dow@thelen.org> Subject: Correcton on electrical question In my previous message, I stated that I'd converted to positive earth. What I meant to say was that I'd converted from positive earth to negative earth. C ------------------------------[ <- Message 34 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Date: Sat, 26 Oct 1996 23:19:53 -0700 From: "Christopher H. Dow" <dow@thelen.org> Subject: Turning indicator wiring in a '65 IIA [If you're tired of electrical questions, delete this now!] Having gotten my IIA to run with the new wiring harness, and having figured out what to do with the headlamps, I sat down in a cozy chair this evening with my trusty shop manual to see how to proceed with the turning indicators. I found that the IIA shop manual has two bits of info on the turning indicators: jack and sh*t. No diagrams, no instructions: squat, nil, nada, nuttin', zilch. Sadly this was one of the areas most badly affected by the factory-installed Lucas Vehicle Disabling System (LVDS, for short). All these wires in the original harnes were fried. So, I'm left here without a clue. There's a flasher (no trenchcoat jokes, please), and some wires with the appropriate colors. I do have the wire color document from the Rover Web, and will try to muddle through it tomorrow, but suggestions would be much welcome. Chris '65 IIA 88" SW (almost back on the road) '96 Disco (no driveline clonk yet) ------------------------------[ <- Message 35 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
From: AKBLACKLEY@aol.com Date: Sat, 26 Oct 1996 14:20:14 -0400 Subject: V-8 Camshaft Initiates of the List(s): I am seeking your sage advice on a replacement camshaft for my '83 detox 3.5L ,carbed, 9.35:1 CR, Rangie. In anticipation of some major engine work I re-read Jim Allens camshaft articles in the Rovers North newsletter and I have decided to replace the stock (ERC 6849) cam which is described as a long duration, low lift cam. The Crane HMV 202 (Crane #890531) recommended is no longer made according to the local speed shop (Summit Racing). Can anyone verify this and/or recommend a similar cam, i.e., compatible with high CR, giving good power from 1500 to 4000 RPM. Ideally it would have moderate lift but shorter duration, which will yield better low RPM torque. I am not trying to build a hot rod, but to generally improve power. I am also exploring some better carb/induction options, but havent come to any conclusions yet. My two prime candidates are: 1. Edelbrock Performer manifold and 500 CFM carb. This is a very tunable setup and is not affected by blended fuels or ethanol, which looks to me to be the fuels required by the EPA for most metro areas. The secondary throttles are opened by air flow .OR 2. The stock dual carb manifold and SU HIF 44 (old HIF 6). I actually like SUs, but their long term reliabilty with the new fuels looks doubtful. Any suggestions? Cheers. Andy Blackley. ------------------------------[ <- Message 36 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
Subject: Re: Series III dash tray removal(not instrument cluster) Date: Sun, 27 Oct 96 10:04:42 +0100 From: Marc Rengers <mr@grant.media-gn.nl> >the bulkhead. Problem is, they must have nuts on the other side because >they don't come out with turning. Second problem is that the don't pass >all the way into the engine compartment either. How do I access the other >side of these buggers!? 8-{ Looked in the Workshop Manual for the SIII and it only says: LOWER FASCIA Remove and refit 76.46.05 REMOVING 1. Release the shroud form the steering column and the lower fascia. 2. Remove the heater control panel from the driver's end of the fascia and disconnect the distribution control cable. 3. Withdraw the instrument panel clear of the dash. 4. Withdraw the demister hoses. 5. Withdraw the finisher strip from the top edge of the lower fascia. 6. If the vehicle is fitted with auxiliary instruments at the centre of the lower fascia, remove as applicable. 7. Remove the top end cover from the lower fascia. 8. Remove the parcel tray. 9. Remove the fixings securing the lower fascia to the dash. 10. Withdraw the lower fascia. 11. If required, remove the heater duct cover and the distribution flap valves, as applicable (instruction 3 from 80.10.06). REFITTING 12. Reverse instructions 1 to 11. Wher applicable, ensure that the gasket is fitted between the heater dust and the dash. HEATER/VENTILATOR AIR FLOW CONTROL CABLE Remove and refit 80.10.06 REMOVING 1. Remove the heater controls (80.10.02 instructions 1 to 3) and disconnect the air flow cable. 2. Remove the lower fascia (76.46.05 <ABOVE>). 3. Remove the heater ducting cover fixings. 4. Withdraw the ducting cover to gain access to the air distribution flaps. 5. Withdraw the distribution flaps from the fascia. 6. Disconnect the inner cable at the flaps. 7. Withdraw the outer cable, retained at the ducting cover by a tubular clip. REFITTING 8. Reverse instructions 2 to 7. 9. Refit the heater controls and air flow control cable ensuring full air distribution flap operation. The flaps are easily checked after removing the air outlet ducts in the lower fascia. Thats all, nothing more.... except for the explaining pictures. May be I can mail them when I get a scanner.......... So no word about nuts on the other side of the bolts as described in instuction 9 of 76.46.05 I hope I helped you some more Marc Rengers Groningen, Holland mr@grant.media-gn.nl #=====# #=========# |___|__\___ |____|__|__\___ | _ | |_ |} | _ \ | |_ |} "(_)""""(_)" "-(_)"""""""(_)" SOLD !! 1977 88" III HT 1987 110" StaWag Petrol Diesel 23-67-XB RH-12-PF also subscribed to LAND ROVER Owner International (great magazine) ------------------------------[ <- Message 37 -> end | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
END OF LAND ROVER OWNER DIGEST Input: messages 36 lines 1604 [forwarded 51 whitespace 393] Output: lines 1362 [content 815 forwarded 42 (cut 9) whitespace 391] Land Rover Owner Subscription Information: * All new subscription requests are via the digest. * In addition so subscribing and unsubscribing, the Frequently Asked Questions (FAQ) file and the last month of daily digests may be retrieved (by mail) from majordomo@Land-Rover.Team.Net Useful commands for this are 'index lro-digest' which returns a list of files available, as well as 'get lro-digest <filename>', etc. World Wide Web Sites start at http://www.Land-Rover.Team.Net/~majordom/lr/pages.html (shadow) http://www.Senie.com/billc/lr/pages.html If majordomo barfs at something, and you're convinced he should have understood what you sent him, contact majordomo-owner@Land-Rover.Team.Net -B[ First Message | Table of Contents | <- Digest 961027 -> Archive Index | <- Browser -> ]
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