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msg | Sender | lines | Subject |
1 | Manny Garcia [mann@epic. | 41 | RR-HSE stuck height |
2 | landrvr@blacdisc.com (Mi | 11 | Re: How long is an LR chassis? |
3 | brstore@ibm.net | 6 | [not specified] |
4 | MRogers315@aol.com | 21 | 4-wheel steering |
5 | brstore@ibm.net | 7 | |
6 | "Deanna D. Sitter" [lani | 48 | Intermediate Gears |
Date: Sat, 23 Nov 1996 21:07:47 +0800 From: Manny Garcia <mann@epic.net> Subject: RR-HSE stuck height Hi all, Problems again... but first, thanks to all those people in the list who are always kind enough to share their knowledge, experience and/or technical expertise (the list very well knows who you are). To the rest, thanks for providing great entertainment. There are currently 2 RRs that I need help on. These RRs are just recently shipped in and the problem is that height/road clearance adjustments are non-functioning. As was explained to me : RR#1 : 4.6LI HSE Air suspension stuck in low ground clearance. 4 lights (height adjustment switches) light up at the same time Air compressor (i think) is hot to feel, but can hold FUSE and RELAYS checked : no problem there RR#2 : 4.6LI HSE Air suspension stuck in standard/normal ground clearance. 4 lights (height adjustment switches) light up one at a time Air compressor (i think) is hot to feel, but can hold FUSE and RELAYS checked : no problem there Is there a fuse or something that needs to be removed or installed anywhere in the vehicle after shipment ? Is this the time to use the "TEST BOOK"-$25,000.00 gadget ( which we don't have, but looking for someone in UK to give us a quotation ). Any help would be greatly appreciated. Thank you in advance. Mann mann@epic.net ------------------------------[ <- Message 2 -> end | Table of Contents | <- Digest 961124 -> Archive Index | <- Browser -> ]
Date: Sat, 23 Nov 1996 09:03:44 -0500 From: landrvr@blacdisc.com (Mike Loiodice) Subject: Re: How long is an LR chassis? >| How long is an 88 chssis, anyway? >About 80cm shorter than your 109 => ~3.5m >Should stick out about 1.6m at the back. - According to my book... 134.6 inches. ------------------------------[ <- Message 3 -> end | Table of Contents | <- Digest 961124 -> Archive Index | <- Browser -> ]
From: brstore@ibm.net Date: Sat, 23 Nov 96 11:01:45 PST get lro-diget 960625 ------------------------------[ <- Message 4 -> end | Table of Contents | <- Digest 961124 -> Archive Index | <- Browser -> ]
From: MRogers315@aol.com Date: Sat, 23 Nov 1996 11:53:30 -0500 Subject: 4-wheel steering <This is something I dreamed up to improve low-speed <maneouverability on a Series LR... Sound crazy? I seem to recall an article in LROI a few years ago on a Lightweight with four wheel steering built for use on a ship. <Basically, you fit a front axle in place of the rear <axle. Since the diff is not a hypoid bevel, it can <turn both ways. I recall the axle was not just turned over but had the centre cut out and welded back in reversed, or was it flipped!. Anyway it worked. Mike Rogers ( Lightweight/ Range Rover Hybrid) ------------------------------[ <- Message 5 -> end | Table of Contents | <- Digest 961124 -> Archive Index | <- Browser -> ]
From: brstore@ibm.net Date: Sat, 23 Nov 96 11:01:45 PST Subject: get lro-diget 960625 ------------------------------[ <- Message 6 -> end | Table of Contents | <- Digest 961124 -> Archive Index | <- Browser -> ]
Date: Sat, 23 Nov 1996 11:22:53 -0900 From: "Deanna D. Sitter" <lani@Alaska.NET> Subject: Intermediate Gears Swapping in an early model intermediate gear will not help out The high range gearing. All series Rovers, except FC's, one ton's, and stage 1's, have a high range ratio of 1.148:1 in the transfer case. The Series 1's and 2's have a suffix A gearbox (actually I believe there is no suffix letter stamped on the gearboxes until the B, all unmarked boxes are considered A's). The early 2a's have the suffix B box. All A and B boxes share the same gear ratio's in both the tranny and transfer case. 1st= 2.996:1 2nd= 2.043:1 3rd= 1.377:1 4th= 1:1 rev= 2.547:1 High= 1.148:1 Low= 2.888:1 The gear ratio's were changed with the suffix C boxes somewhere between 1964-5 I think. They are as follows: 1st=3.60:1 2nd= 2.22:1 3rd= 1.50:1 4th= 1:1 rev=3.02:1 High= 1.148:1 Low= 2.350:1 Basically Rover lowered the first through third ratio's, probably to provide better starting off gearing for on road duty, while they increased the low range gearing to keep the overall first gear ratio in low range the same. Combined with the 4.7 diff's both combinations provide aprox. 40:1 reduction in low range first gear. High range 4th gear will yield 5.396:1 in both. An early T-case combined with a later tranny will provide an overall low range first gear reduction of aprox. 49:1 with the 4.7 diffs. High range 4th will still only yield 5.396:1. The B units were sort of transition pieces. The tranny has the gear ratio's of the A combined with the larger front layshaft bearing of the later units. The T-case has the low low range combined with the larger intermediate shaft. The B intermediate gear is a direct swap into a later case as long as the low range gear from an A or B is swapped in with it. Regarding the four wheel steering. If you turn the diff upsidedown it will not oil the pinion bearings properly. Also, spiral bevel gears do have a coast and drive side. They are weaker if driven from the coast side. A straight bevel gear would be the same either way. Tim Sitter Peter's Creek Alaska ------------------------------[ <- Message 7 -> end | Table of Contents | <- Digest 961124 -> Archive Index | <- Browser -> ]
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