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Date: Thu, 06 Feb 1997 13:16:24 +0100
From: "Kurt C. Reinhardt" <sm095re@unidui.uni-duisburg.de>
Subject: re: trivia

The Hummer has aluminium outer body panels, too. I think more from saving
weight as an anti corrosive device or due to the lack of proper steel supply
as our LR.
Bye Kurt
Kurt.Reinhardt@unidui.uni-duisburg.de
Gerhard Mercartor University Duisburg
FB 1/10 Philosophie/Physik
Voice 0049 201 297876
***********************************************
   _/  _/        _/_/_/          _/_/_/            
  _/_/         _/               _/_ _/             
_/  _/ urt    _/_/ hristian   _/   _/ einhardt
***********************************************

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

Date: Thu, 6 Feb 97 7:17:06 EST

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

Date: Thu, 6 Feb 1997 8:18:17 -0500
From: "Adams, Bill" <badams@usia.gov>
Subject: Chevy six banger conversion...

Dr Oxley opines...

In this entire debate nobody has mentioned the (IMHO) most successful
conversion option yet (well known in SA) for a 6 cylinder (esp with the
firewall)... the Chevy 4.1 litre straight 6. My neighbour has one in one
of his series vehicles and its awesome.

Good call, replace a half decent engine with a GM product. 
"Oh Honey, I'm off to Trak Auto again to get a new starter, alternator, 
and ignition system, oh, by the way, the knocking sound went away after I 
dumped in a quart of Motor Honey !"

GM...the Kmart of the auto industry.

Bill Adams
3D Artist/Animator
'66 Land Rover S2A 109 Diesel Station Wagon:
"Practicing the ancient oriental art of ren-ching"

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

Date: Thu, 6 Feb 1997 8:22:18 -0500
From: "Adams, Bill" <badams@usia.gov>
Subject: Re: Diesel compressions

When is the last time you checked the valve adjustment and the diesel 
pump timing?

Bill Adams
3D Artist/Animator
'66 Land Rover S2A 109 Diesel Station Wagon:
"Practicing the ancient oriental art of ren-ching"

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

From: Andy Woodward <azw@aber.ac.uk>
Date: Thu, 6 Feb 1997 14:28:11 +0000
Subject: 2.25, 2.25, 2.5

>think you'd still be able to get parts for the 2.5 in 15 years. A 2.5
>powered the only diesel D90 I've driven up to a noisey (but quieter
>than my 2.25 109) 70mph, returning about 25mpg. My friend in the Brit
>military claimed they were very reliable (he was in charge of the
>training base Land Rover fleet). I don't trust belts as much as

The 2.5n/a is used in Taxis..........Only reliable engines survive 
for long production in taxis......

But stick a turdo on and it'll die in a fortnight........

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

From: Andy Woodward <azw@aber.ac.uk>
Date: Thu, 6 Feb 1997 14:28:11 +0000
Subject: Re: Towing Expectations

>e 88s. Why? Cos the tow hook is just
>>about right on the rear axle, so the 88 is a lot safer towing
	 [ truncated by lro-digester (was 6 lines)]
>rated towing capacity is 3.5 tons,and that would be higher than the
>88".May be wrong here,but......

The ratings are pretty identical. Both  n/a deisels  are rated to 3 1/2 
tons and the petrols are rated to 4 tons (Who gives a toss about 
pansy technoweenie turbos.......). 109s are all rated to 3 1/2 ttons 
or below (I think).

To qaulify that - I think the 4 tons is for a linked-brake trailer 
and that all models are rated to 3 1/2 tons for a trailer with 
overrun brakes.

The main advantage of the swb is the lack of nasty torques 
transmitted thru the towball to the vehicle..........And that is why 
they are universally favoured for towing platforms over the lwb.

You just dont notice a weight on the back of a 90 or 88 (except that 
your 0-60 speed is now timed with a calender........)

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

From: Alan_Richer/CAM/Lotus@lotus.com
Date: Thu, 6 Feb 1997 08:43:30 -0400
Subject: Re: Chevy six banger conversion...

Re: Chevy 6-banger:

I had the pleasure of driving one of these conversions. it went well, but
the low-end torque curve didn't feel right to me.

Honestly, it seemed to require a fair bit more revving to get t to move in
first than I'm used to with my 2.25

Dunno if this is a characteristic of the breed, but I didn't care for its
handling at low RPM.

                         ajr

P.S>: Bill, lay off the coffee......8*)

               aj"Can't have coffee anymore - bummer!"r

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

From: Alan_Richer/CAM/Lotus@lotus.com
Date: Thu, 6 Feb 1997 08:59:52 -0400
Subject: Re: Towing Expectations

OK, now you guys're making me nervous.

I have to get my latest acquisition home on a 2-wheel dolly on my 109
pickup.

Are you telling me this is a bad idea? Honestly, a 2-ton Rover shouldn't be
a problem for the old boat - my brakes and tires are good.

                    aj"Getting nervous again"r

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

From: JmieWilson@aol.com
Date: Thu, 6 Feb 1997 09:15:24 -0500 (EST)
Subject: Re: Stop email!!!!!!

In a message dated 05/02/97  23:16:48, it was written:

<< >Please take me off your e mail list I donot own a land rover.
pwright@aol.com
 
 Not that AOL users are any less intelligent than other people...  
  >>

What gets me with these people is that they do not notice the 2 lines added
to the top of their own message when it appears on the list.  i.e. 

That line even appears on my mail via AOL.  

Regards

Jamie

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

Date: Thu, 6 Feb 1997 08:16:30 -0300
From: rover1@sky.net (Steve Paustian)
Subject: Re: lr wheels FS, .. maybe?

>Hi all,
>I am getting new tires in 235-85-16, (min rim 6"), and my rims are 5.5"
	 [ truncated by lro-digester (was 14 lines)]
>these are in NJ, and BO is the price.
>Jan

I'm interested,  how much??

Steve Paustian
Flatland Rover Society
D90 SW

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

From: JmieWilson@aol.com
Date: Thu, 6 Feb 1997 09:22:23 -0500 (EST)
Subject: Re: Nate's fund raiser

In a message dated 06/02/97  02:53:41, it was written:

<< >I agree Nate - instead of money - lets give parts (used) then he can
 >build himself a Land Rover out of old (worn-out) parts, then he will
 >have plenty use for the LRO-Net!
 Count me in!  We'll even find out his address and ship him the parts for
free!  
  >>

Ok I'll go out into the garden with a spade and retrieve all those unwanted
(unwanted being determined by how far they have sunk into the ground through
neglect) parts I can find.  Anything above ground still counts as cherished.

Regards

Jamie

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

From: Lodelane@aol.com
Date: Thu, 6 Feb 1997 09:48:18 -0500 (EST)
Subject: Re: 2.25, 2.25, 2.5

A little known fact, Land-Rover tried Lucas turbochargers many years ago, but
couldn't seem to get the engines run for any length of time.  Seems that in
typical Lucas engineering fashion, the design was at fault.  Instead of
drawing air in, compressing it and forcing it into the intake system, the
Lucas turbo just sucked.

Submitted for your humorous consideration.

Larry Smith
Chester, VA 

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

Date: Thu, 06 Feb 1997 09:01:45 -0800
From: David Place <dplace@mb.sympatico.ca>
Subject: Re: Valve train damage, 2.25 petrol (continued)

SACME@aol.com wrote:
> Thanks to all who replied to my request for help in diagnosing the cause of
> severe camshaft, roller & tappet damage on my just rebuilt (3,955 miles since
	 [ truncated by lro-digester (was 66 lines)]
> you need me, brothers.  I'll send you down to this machine shop I
> know......Oooooo, not nice.

I am glad you posted your problem.  I rebuilt my 2.25 about 4000 miles 
ago and I had one valve pop out from under the rocker arm because the 
valve didn't travel well in the new guides.  I caught mine within the 
first mile and fixed the problem.  No problems since, but I have done 
lots of engines and I couldn't understand how I could have done something 
wrong.  At first I suspected like you that I had adjusted the valve 
incorrectly, but I checked when I took the cover off and it was fine.  
What I found was that the valve didn't travel in the guide properly when 
warm but did fine when cold.  You might use a micrometer and see if the 
valve guides are the proper diameter.  Dave VE4PN

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

Date: Thu, 06 Feb 1997 06:22:30 -0800
From: Michael McKeag <mmckeag@teleport.com>
Subject: Re: Towing Expectations

I'm surprised by the towing capacity numbers being quoted in this thread
for the D90. According to the manual, the maximum hitch weight for the
D90 is 350 lbs and the maximum trailer weight in high range (highway
speeds) is 3500 lbs. That's only 1.5 tons. In low range, the maximum
trailer weight is 5000 lbs, or 2.5 tons. I was looking into towing a
small travel trailer next summer, but surprised and disappointed to
discover that the D90 towing capacity (according to the numbers in the
owner's manual at least) suggest the '90 could barely handle even the
smallest of travel trailers. It's hard to find many travel trailer (in
the U.S. at any rate) much smaller that 16 to 18 ft. Hitch weights are
350 to 450 lbs and trailer weights "dry" (no payload) are over 3000 lbs.
So, what's the truth? Are the US Spec D90 manuals quoting values that
are far below the actual safe towing capacity or what?

Mike
-- 
Michael McKeag          Webmaster - Native Plant Society of Oregon
Portland, OR USA        http://www.teleport.com/nonprofit/npso/  
mmckeag@teleport.com    LRO - 1995 D90SW #143, alpine white

"His career was that he was himself and he got away with it."
                 - Journalist describing humorist Brother Theodore

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

From: "Huub Pennings" <pennings@kfih.azr.nl>
Date: Thu, 6 Feb 1997 16:54:12 +0100
Subject:       off the list

I'm off the list for a week of skiing in the alps,

See you in a week,

Regards,

Huub 

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

Date: Thu, 06 Feb 1997 17:58:27 +0200
From: Paul Oxley <paul@adventures.co.za>
Subject: Re: Chevy six banger conversion...

Adams, Bill wrote:
> Good call, replace a half decent engine with a GM product.
> "Oh Honey, I'm off to Trak Auto again to get a new starter, alternator,
	 [ truncated by lro-digester (was 11 lines)]
> '66 Land Rover S2A 109 Diesel Station Wagon:
> "Practicing the ancient oriental art of ren-ching"

Hey Bill, if thats the level of reasoned debate you indulge in perhaps
its better if you spend your time (w)renching around in your garage and
leave the good stuff to the rest of us.

My comments were made in the spirit of friendly camaraderie which is the
mark of Landy ownership worldwide. I don't think cheap wisecracks
contribute to the debate much, do you Bill?

We drive Land-Rovers that come out standard (there's an interesting and
deeply scary thought - a Land-Rover "standard"!) with Lucas "better get
home before dark" electrics, and where the top-of-the-range petrol
engine is a rejuvenated Buick hand-me-down. Are we in any position to
look down on Chevy (the K-Mart of the auto industry)?

This all notwithstanding I remake my point; the Chev 4.1 litre straight
six is the premier drop-in conversion for 6 cylinder firewall series
vehicles in SA (where there are an awfull lot of old series vehicles
still on the road - rather OFF the road) by popular acclaim.

I'll catalogue my conversion progress for the list as soon as I can
track down a suitable transplant mill.

Regards

Paul Oxley
http://www.adventures.co.za

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

From: JmieWilson@aol.com
Date: Thu, 6 Feb 1997 10:57:22 -0500 (EST)
Subject: Coast Guard

Today's news :-

A coastguard was airlifted to hospital today after his Land-Rover patrol
vehicle plunged more than 100ft over a cliff. 

Colleagues were joined by an RAF helicopter and fire-fighters with lifting
gear in a rescue operation near the holiday village of Llangranog, near
Cardigan in west Wales. 

The injured man was trapped on a rock ledge on the cliff face at Ynys Lochtyn
and winched to safety by the helicopter crew. He was flown to Bronglais
Hospital, Aberystwyth, for treatment. 

The alarm was raised by a second coastguard who is believed to have jumped
clear from the Land-Rover. 

A Milford Haven Coastguard spokesman said: ``The condition of the injured man
is not yet known, but the helicopter crew said he was very lucky to be
alive.. Rescuers are still at the scene to recover the vehicle and other
equipment.'' 
_____________________________________________________

BUT THEY DON'T SAY HOW THE LAND ROVER IS !!!!!!!!!!!!!

Regards

Jamie

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

Date: Thu, 06 Feb 1997 18:00:56 +0200
From: Paul Oxley <paul@adventures.co.za>
Subject: Re: Chevy six banger conversion...

Alan_Richer/CAM/Lotus@lotus.com wrote:
> Re: Chevy 6-banger:
> I had the pleasure of driving one of these conversions. it went well, but
	 [ truncated by lro-digester (was 18 lines)]
> P.S>: Bill, lay off the coffee......8*)
>                aj"Can't have coffee anymore - bummer!"r

Alan,

Yeah, that can be a problem. The secret, I believe, is in the
carburation. My neighbour's got a 4 barrel Weber on his. No problem at
all with low down torque.

Regards

Paul Oxley
http://www.adventures.co.za

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

Date: Thu, 06 Feb 1997 07:37:29 -0800
From: Greg Moore <gmoore@island.net>
Subject: Re: Chevy six banger conversion...

Alan_Richer/CAM/Lotus@lotus.com wrote:

> Re: Chevy 6-banger:

> Honestly, it seemed to require a fair bit more revving to get t to move in
> first than I'm used to with my 2.25
> Dunno if this is a characteristic of the breed, but I didn't care for its
> handling at low RPM.

Nope :-)

Cheers, Greg

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

Date: Thu, 06 Feb 1997 18:03:00 +0200
From: Paul Oxley <paul@adventures.co.za>
Subject: Re: 2.25, 2.25, 2.5

Lodelane@aol.com wrote:
> A little known fact, Land-Rover tried Lucas turbochargers many years the
> Lucas turbo just sucked.

                   ******
> Submitted for your humorous consideration.
> Larry Smith
> Chester, VA

Just like their electrics.

Regards

Paul Oxley
http://www.adventures.co.za

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

From: marsden@digicon-egr.co.uk (Richard Marsden)
Subject: Re: Coast Guard
Date: Thu, 6 Feb 97 16:03:58 GMT

> A Milford Haven Coastguard spokesman said: ``The condition of the injured man
> is not yet known, but the helicopter crew said he was very lucky to be
	 [ truncated by lro-digester (was 7 lines)]
> _____________________________________________________
> BUT THEY DON'T SAY HOW THE LAND ROVER IS !!!!!!!!!!!!!

But the rescuers are staying with it in its hour of need...

Do we start taking bets on whether it starts first time?

Richard (ex-Gurkha SIII 109 FFR)

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

From: Alan_Richer/CAM/Lotus@lotus.com
Date: Thu, 6 Feb 1997 11:08:08 -0400
Subject: Re: Coast Guard

Re: Will it start first time:

No bet - let it sit upright for 10 minutes to let the oil drain back, pull
the choke and it will light.

Smoky, but it will light.

          aj"Can't kill these damn things with a stick!"r

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

Date: Thu, 6 Feb 1997 16:17:03 +0000
From: M.J.Rooth@lboro.ac.uk (Mike Rooth)
Subject: Re: Towing Expectations

>D90 is 350 lbs and the maximum trailer weight in high range (highway
speeds) is 3500 lbs. That's only 1.5 tons..
>So, what's the truth? Are the US Spec D90 manuals quoting values that
>are far below the actual safe towing capacity or what?

Sounds suspiciously as though some clown has sustituted the word pound
for the word kilo.And not done any sums.Last time I looked,the domestic
spec 90 was quoted as having a towing capacity of 3500 kilos,which as
near as dammit is 3.5 Imp tons.Give or take the odd bag of sugar.
I should query it if I were you.
Cheers
Mike Rooth

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

Date: Thu, 6 Feb 1997 11:18:07 -0500
From: "Adams, Bill" <badams@usia.gov>
Subject: Re: Chevy six banger conversion...

Paul, lighten up.
If you like GM engines so much, by all means put one in your truck and 
sing to the hilltops about what a wonderful thing it is.
I am allowed to dislike them as much as you are to adore them, and I'll 
keep on wisecracking as much as I please.

Bill Adams
3D Artist/Animator
'66 Land Rover S2A 109 Diesel Station Wagon:
"Practicing the ancient oriental art of ren-ching"

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

Date: Thu, 6 Feb 1997 16:28:44 +0000
From: M.J.Rooth@lboro.ac.uk (Mike Rooth)
Subject: Re: Coast Guard

 _____________________________________________________
 BUT THEY DON'T SAY HOW THE LAND ROVER IS !!!!!!!!!!!!!
>But the rescuers are staying with it in its hour of need...
>Do we start taking bets on whether it starts first time?

We'd be better nipping along to see if we could nick any
spares......:-)

Mike Rooth

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

Date: Thu, 6 Feb 1997 16:30:48 +0000
From: M.J.Rooth@lboro.ac.uk (Mike Rooth)
Subject: Re: Coast Guard

>Re: Will it start first time:
>No bet - let it sit upright for 10 minutes to let the oil drain back, pull
	 [ truncated by lro-digester (was 6 lines)]
>the choke and it will light.
>Smoky, but it will light.

Smoky's right,chokey's wrong.More than likely a Tdi..Engine,anyone?

Mike Rooth

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

Date: Thu, 6 Feb 1997 11:00:54 -0500 (EST)
From: Russell U Wilson <ruwst+@pitt.edu>
Subject: Re: Acceleration Problems... 

Check to see if you have any signs of leaking between the two halves of
your carb....That could be the problem.  Mine did something very simular a
while back.

Russ Wilson
67 RHD 88
"The Pig"

Fort Pitt Land Rover Group
Pittsburgh Pa's oldest Land Rover Club....(only Rover club)

On Wed, 5 Feb 1997, Chris Murray wrote:

> Hello!

	 [ truncated by lro-digester (was 29 lines)]
> Thanks for your input.
> Chris

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

Date: Thu, 6 Feb 1997 09:56:25 -0700
From: jimallen@onlinecol.com (Jim Allen)
Subject: Re: Chevy six banger conversion...

        To add fuel to fire, here are some torque rating for a few Chevy
sixes. This is NET torque a more accurate measurement and take note that
Land Rovers ratings are GROSS torque.

'60s era 230cid (3.76L) - 205@1600
'60s era 250cid (4.1L) - 220@1600rpm
'70s era 250cid (4.1L) - 185@1600rpm
'80s era 250cid (4.1L) - 191@1800rpm
'60s-70s era 292cid (4.78L) - 240@1800rpm

2.25L - 124@2500 (gross)
2.6L(Euro) - 132@1500rpm (net)

        Now, I think each person has a right to choose his own engine but
we're talking about apples and oranges here. According to a torque curve
chart I have for a '67 250 GM six, it makes more net torque at IDLE than
either of the two inline Land Rover engines do at their peaks.
        Lets get real here. There are good engines, componants and vehicles
out there besides Land Rovers. Also, Land Rover has turned out it's fair
share of turds - I've worked on some of them.
        Balance, people, balance!

        Jim Allen

        PS- The first time I exceeded 75 in a L:and Rover was in a 292
equipped 109 SW. The speedo was going back to zero when I backed out of it
due to abject terror.

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

Date: Thu, 6 Feb 1997 14:24:33 -0800
From: Hank_Lapa@signalcorp.com (Hank Lapa)
Subject: Overriders Wanted

     Anyone got an extra set of front bumper overriders for sale/trade??  
     Intend to paint them, but should be straight, at least.  Please reply 
     directly as I tend to skim the Digest pretty quickly and might miss 
     your reply that way.
     
     Thanks in advance,
     Hank

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

From: RSTES@aol.com
Date: Thu, 6 Feb 1997 14:33:01 -0500 (EST)
Subject: Re: The Land Rover Owner Daily Digest

In a message dated 96-12-27 07:37:46 EST, you write:

 >>
greetings,i am new to the digest and thrilled to find so much rover
info.thanks h.m.edwards.are there any nevadans out there with series model
rovers?i would love to hear from you, 
                               r stes in the silver state

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

Date: Thu, 06 Feb 1997 21:37:33 +0200
From: Paul Oxley <paul@adventures.co.za>
Subject: Re: Chevy six banger conversion...

Adams, Bill wrote:
> Paul, lighten up.
> If you like GM engines so much, by all means put one in your truck and
	 [ truncated by lro-digester (was 11 lines)]
> '66 Land Rover S2A 109 Diesel Station Wagon:
> "Practicing the ancient oriental art of ren-ching"

Hi Bill,

The point is I dion't like GM at all, in fact I'm totally apathetic
towards any marque except Landy, I just happen to share the opinion -
with a whole bunch of other Landy owners who know a hell of a lot more
than me - that that particular engine that GM built kicks ass bigtime in
a series 6 cyl. firewall vehicle.

You are of course quite within your rights to disagree (JJ Rouseau: "I
may not like what you say, but I will defend to the death your right to
say it." - free translation based on shaky memory), but lets keep the
'ad hominum' epithets out of it shall we?

Regards

Paul Oxley
http"//www.adventures.co.za

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

Date: Thu, 06 Feb 1997 21:39:07 +0200
From: Paul Oxley <paul@adventures.co.za>
Subject: Re: The Land Rover Owner Daily Digest

RSTES@aol.com wrote:
> In a message dated 96-12-27 07:37:46 EST, you write:

	 [ truncated by lro-digester (was 9 lines)]
> rovers?i would love to hear from you,
>                                r stes in the silver state

Nope, no series owners here that I can think of :-)

Regards

Paul Oxley
http://www.adventures.co.za

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

From: NADdMD@aol.com
Date: Thu, 6 Feb 1997 14:39:46 -0500 (EST)
Subject: Re: Chevy six banger conversion...

In a message dated 97-02-06 11:00:17 EST, you write:

<< Yeah, that can be a problem. The secret, I believe, is in the
 carburation. My neighbour's got a 4 barrel Weber on his. No problem at
 all with low down torque.
  >>

Paul,

Is the Chevy 6 conversion only possible (feasible) with a LR which previously
had a 6 in it?  Can it be put in a LR which came with a 2.25 without massive
changes to the bulkhead?

Nate
NADdMD@aol.com

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

Date: Thu, 06 Feb 1997 21:52:56 +0200
From: Paul Oxley <paul@adventures.co.za>
Subject: Re: Chevy six banger conversion...

NADdMD@aol.com wrote:
> In a message dated 97-02-06 11:00:17 EST, you write:
> << Yeah, that can be a problem. The secret, I believe, is in the
	 [ truncated by lro-digester (was 17 lines)]
> Nate
> NADdMD@aol.com

Uhh! Yeah, I guess the 4 cyl. firewall would have to be changed (I don't
know about the engine mountings). I'll find out tomorrow from some of my
local contacts - its 10pm at night here right now - and let you know.

Regards

Paul Oxley
http://www.adventures.co.za

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

From: WJMcD@aol.com
Date: Thu, 6 Feb 1997 15:10:32 -0500 (EST)
Subject: Sick Thought of Six

What about using the straight 6 out if my 1983 Cherokee? It is the devil I
know, having owned and maintained it for the last 110,000 miles.

It's sound, strong, reliable and fuel efficient.
It's here and it's free.
Sure it's from an AMC product, but it it a 4.1 Chevy motor.
Did I mention that is would cost me nothing?
I could even have more heat and maybe even an air conditioner!

Somebody stop me!

Help.

Bill "Frankenstein" McDonald

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

From: lroshop@idirect.com
Date: Thu, 6 Feb 1997 15:27:24 +0000
Subject: Re: Coast Guard

> From:          JmieWilson@aol.com
> Date:          Thu, 6 Feb 1997 10:57:22 -0500 (EST)
	 [ truncated by lro-digester (was 6 lines)]
> X-To:          Land-Rover-Owner@playground.sun.com
> Subject:       Coast Guard

> Today's news :-
> Date:          Thu, 6 Feb 1997 10:57:22 -0500 (EST)
	 [ truncated by lro-digester (was 31 lines)]
> Regards
> Jamie
Haven,t we seen all this before?  The last time it happened someone 
bought the wreck and turned it into a very nice 90 which was featured 
in LROI during 95 I think.
LRO SHOP (NORTH AMERICA)

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

Date: Thu, 06 Feb 1997 12:28:56 -0800
From: Greg Moore <gmoore@island.net>
Subject: Re: Chevy six banger conversion...

NADdMD@aol.com wrote:

> Paul,
> Is the Chevy 6 conversion only possible (feasible) with a LR which previously
> had a 6 in it?  Can it be put in a LR which came with a 2.25 without massive
> changes to the bulkhead?

I'm not Paul but yes it can. I had one in a 11A swb and it was a hell of a combination. From 
a previous post I sent to the list a while back:

"Not for purists a lot of people seem to hate these engines in LR's. I
think it's directly related to the difficulty of installation. The block
is long compared to the 4 banger and there are clearance problems between
the harmonic balancer (crank pulley) and the front frame crossmember. As
a result I have seen several such swaps in which the engine was angled
somewhat away from parallel with a fore/aft line. Sloppy work IMO. The
motor itself? Very smooth, bags of torque, and readily modifieable if
stock is not enough. I put one in my previous SWB (250 c.i. bored .30, w/
aluminum intake and 390cfm Holley 4 bbl). At the bottom of a local 8%
grade I could nail it from 600rpm in 4th O.D. (you will need an overdrive
or higher ratio - lower numerically -diffs) and be doing more than 70 mph
at the top without ever shifting (to the absolute amazement of friends
with V8 powered pickup trucks). Some complain that these engines run hot.
I haven't found that to be the case but mine was on a fresh rebuild and I
had changed the rad. Still the Kenlowe (no room for the stock fan) seldom
came on unless I was idling in traffic.

Later 250 c.i. motors had the intake manifold cast integrally with the
head and these are inferior. Thankfully the earlier independant
head/manifolds are a bolt on.

Cheers, Greg

BTW I was getting 19 mpg combined with the chev 6"

I don't want to drag this out but things that will need attention when swapping into a LR 
previously equipped with a 4 cyl include:
	
fan - the stock one will chop away at the frame. Go with an elecrtic

oil pan - you'll need one with a rear sump. I've been told some	car engines had forward sump 
pans. Depending on how much off roading you do the pan may contact the the front axle (even 
with the rear sump pan). Nothing a hammer and MIG welder won't take care of.

adaptor 'kit' - mates the engine to the trans. Also needed are a pilot bush, a redrilled 
flywheel, and of course motor mounts.

body - depending on the choice of rad, modifications to the bulkhead etc. you may find a 
Defender front end the easiest way to accomodate the long block. I didn't go this route 
preferring the series 'look'. Someone else with experience may want to comment here.

I'm sure I've missed some things but you get the idea. As for breaking parts, I drove the 
beast for four years and only broke one halfshaft but then there was 30 sheets (heavy!) of 
drywall on the roofrack at the time.

Cheers, Greg

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

Date: Thu, 6 Feb 1997 12:46:06 -0800
From: gpool@pacific.net (Granville Pool)
Subject: Chevy six in Land-Rover which had 4-cyl

Nate asked:

>Is the Chevy 6 conversion only possible (feasible) with a LR which previously
>had a 6 in it?  Can it be put in a LR which came with a 2.25 without massive
>changes to the bulkhead?

Replacing the bulkhead and other components with those from a 109 which had
been built for the Land-Rover six would make the most sanitary installation.
But it's not necessary.  You don't really have to modify the bulkhead
(firewall) at all.  If you don't, though, you will have to do other
modifications up front of the engine.  You'll have to cut up the famous
'breakfast' panel quite a bit and fit a different type of radiator, moved
much farther ahead, on top of the cross-member.  It will have to be a
cross-flow type radiator.  I think I've been told that the Range Rover
radiator will work although there are probably others that would work which
would be less expensive.  Other than being a neater installation, the
advantage of using the six-cylinder bulkhead is that you'd have the Chevy
engine's added weight centered farther back in the chassis, minimizing the
detriment to the weight distribution.

I have a friend who has a Chevy 250 six in a late IIA 88, with the Scotty
conversion, with the stock bulkhead.  It's a decent installation and works
pretty well, for the most part.  Nonetheless, he's thought a lot about
converting it back to a stock engine.

I had for a time a '67 109 NADA (originally had a six) with a non-Scotty
conversion to a Chevy 235 six.  I liked it and after selling it often wished
I'd kept it.  Maybe I would have had it had been bronze green instead of red.

Cheers,

Granny

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

Date: Thu, 06 Feb 1997 12:29:10 -0800
From: Jeremy Bartlett <bartlett@slip.net>
Subject: PTO Function/Operation?

First my apologies for those receiving multiple postings but I want as
much input as possible on this "generic" subject.

I am considering installing a rear PTO but I've never used one.  Since none of
the "literature" I possess describes rear PTO operation I've got a few questions
I'm hoping some people can answer.  (LR literature describes the particular
PTO I'm looking at as designed to operate primarily from 4th gear, but capable of 
short term operation in other gears).  

Are rear PTOs constantly operating or are they engaged like an overdrive (presumably
with a different lever)?  I assume from the above limited description that this
is the case.

Does engaging the PTO disengage the rest of the drivetrain from the transfer box on?
In other words, does use of a rear PTO effectively put the vehicle in neutral?  Can the
vehicle be driven while the PTO is operated?  

Finally I'm wondering if its possible to power the vehicle from an alternate power source
through a PTO.  I'm investigating this as a means of providing very low speed drive "on demand"
I have come across the odd reference to a vehicle being driven by input from
the rear PTO when the PTO is connected to an alternate power source, so this seems to be
the case.  (This implies that the PTO doesn't disengage the rest of the drive train but I can't 
reconcile that with the LR description of operating it in 4th (unless they mean neutral)).  This
is my primary concern and the basis for the above questions.  

Thanks for alleviating my ignorance.

cheers,

Jeremy

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

From: debrown@srp.gov
Date: 06 Feb 97 14:05:11 MST
Subject: Who let out the Lucas demon this time???

FROM:  David Brown                           Internet: debrown@srp.gov
       Computer Graphics Specialist ~ S.R.P. ~ AM/FM - Graphic Records
       PAB219 (602)236-3544 -  Pager:6486 External (602)275-2508 #6486
All right now! Who's the wise guy that released the "Lucas demon" this
time? With all this talk of half shafts (axles) breaking, it was only a
matter of time before... BANG! my 3rd half shaft to break in 6 months of
driving the 109.

I was on the freeway, and for some reason I was very frustrated because
traffic had STOPPED for no apparent reason, causing me to pump my
brakes, and plummeting all my papers and "junk" from on the seat to the
floor. (This is highly unusual for me, as I RARELY get angry or
frustrated over such trivialities that I have no control over, but there
I was.) At least I wasn't holding a full cup of coffee at the time!

When traffic began again, I let out the clutch a lot harder than I
normally do, with a bit of engine rpm to boot, and... well, we all know
the story. :-(

This one is more my fault than the last two times which were at a light,
and very gentle use of the clutch.

Now fess up! Who's the joker that started this "I broke my half shaft"
thread! You owe me a half shaft!!! Come on now, you don't want any of
that negative Rover carma now...

Dave (with only a "spare" short shaft in the IIa 88) Brown

Habit is the best of servants,       #=======#         _____l___
or the worst of masters.             |__|__|__\___    //__/__|__\___
- Nathaniel Emmens                   | _|  |   |_ |}  \__ - ____ - _|}
-                                    "(_)""""""(_)"      (_)    (_)

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

Date: Thu, 6 Feb 1997 15:20:58 +0000
From: "Tom Rowe" <trowe@cdr.wisc.edu>
Subject: Re: PTO Function/Operation?

Center and rear PTO's do not in and of themselves disengage the drive 
train. To do that you must put ther transfer case in neutral.
The PTO operates off the main gearbox output shaft, and so you could 
power the pto from an external motor and move your LR. Assuming you 
have the tranfer case in gear. I'd suggest low range for such and 
operation.

Tom Rowe
UW-Madison Center for Dairy Research    
Madison,WI, USA
608-265-6194, Fax:608-262-1578        
trowe@cdr.wisc.edu                

 Four wheel drive allows you to get
 stuck in places even more inaccessible.

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

Date: Thu, 6 Feb 1997 16:56:02 -0500 (EST)
From: Dixon Kenner <dkenner@emr1.NRCan.gc.ca>
Subject: Re: Who let out the Lucas demon this time???

On 6 Feb 1997 debrown@srp.gov wrote:

> All right now! Who's the wise guy that released the "Lucas demon" this
> time? With all this talk of half shafts (axles) breaking, it was only a
> matter of time before... BANG! my 3rd half shaft to break in 6 months of
> driving the 109.

	Half-shafts would be "Nigel's Disease"  A "Lucas daemon" would be
	related to the electrics, while the "Girling Ghost" inhabits the
	hydraulics.  You cannot practice proper exorcisms (not that they
	work anyway) if your terminology is wrong. <sigh>

	Anyway, you need proper Druidic-type ceremonies and we don't give
	that knowledge out publically over the net.  You must attend one
	of the High Worship Ceromonies held annually at holy sites like 
	Silver Lake, Penlan Farm etc.  Those pikers at Stonehenge are
	amateurs anyway.  Suffice it to say, it involves woods, mud,
	birmabright and beer (the masters use Guinness, but this is
	no secret)

	Rgds,

	High Scribe, Church of the Holy LR, (OVLR sect)

	PS.  If you are very, very lucky, the ceremony would include
	Nigel himself.  Nigel appeared two years ago at the Silver Lake
	ceremonies.  Much Guiness was consumed amongst the masters.

	PPS. Silver Lake is on June 20-22 this year...

--------
cc:  High Scribe, Church of the Holy LR, (ROAV sect)

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

Date: Thu, 06 Feb 1997 14:16:14 -0800
From: Jeremy Bartlett <bartlett@slip.net>
Subject: Re: PTO Function/Operation?

Thanks to one and all for the quick, and helpful information.  

Dixon Kenner wrote:
snip
> > Does engaging the PTO disengage the rest of the drivetrain from the
> > transfer box on?
>         No.  Red lever in neutral does that.

If I'd thought a bit more I'd have realized this, although for the vehicle
in question it's actually a small black lever :)

> > Finally I'm wondering if its possible to power the vehicle from an alternate
> > power source through a PTO.
	 [ truncated by lro-digester (was 6 lines)]
>         Tricky...  Yes, but can all the components handle the strain...
>         I don't think the pto could handle the load.

Yes, that of course is THE ultimate question.  
I've read of this being done by a fellow many years ago in a Series rig (possibly in 
Land Rover the Unbeatable 4x4?), so in principle it seems possible.  
As I see it there's a reasonable chance the PTO will take the strain.  
BUT I've not yet found any info. on the performance/stress limits which makes me uncomfortable
 - I don't like working without some idea of "engineering" limits on such systems.  
I'd be surprised, however, if such info. even exists. 
Ultimately, it'll probably come down to deciding whether to put $ on the line, "plug" it in, 
and see if the thing goes bang or not, praying that the transfer/gearbox doesn't go with it
if it fails.

cheers,

Jeremy

P.S.  If I go ahead with this "wild" idea, the alternate power source would probably be
hydraulic, possibly linked into the power steering fluid supply or at any rate the running
existing engine, with the PTO driven at very low gearing ("crawl on demand" as it were).

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

From: Darrell.Fremont@uni.edu
Date: Thu, 06 Feb 1997 17:04:12 -0600 (cst)
Subject: Re[2]: Acceleration Problems...

     i chased around what i thought was a carb problem but, after a good 
     tune up and adjusting the valves, all the acceleration problems 
     disapeared. my rover was refitted with a rochester before i purchased 
     her. i have two spare rochester single barrel carbs. 
     if any one is interested, i'll sell cheap.
     
     darrell fremont
     73 SIII 88 "Peggy"

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

Date: Fri, 07 Feb 1997 01:10:49 +0100
From: Floris Houniet <Houniet@xs4all.nl>
Subject: Re: 2.25, 2.25, 2.5

Lodelane@aol.com wrote:
> A little known fact, Land-Rover tried Lucas turbochargers many years ago, but
> couldn't seem to get the engines run for any length of time.  Seems that in
	 [ truncated by lro-digester (was 12 lines)]
> Larry Smith
> Chester, VA

Probably sucking in air, burning it with oil from the (leaking) bearings
and using that to suplement the smoke leakages in the electrical
system...

-Floris

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

Date: Fri, 07 Feb 1997 01:17:38 +0100
From: Floris Houniet <Houniet@xs4all.nl>
Subject: Re: Coast Guard

> > A Milford Haven Coastguard spokesman said: ``The condition of the injured man
> > is not yet known, but the helicopter crew said he was very lucky to be
	 [ truncated by lro-digester (was 6 lines)]
> > _____________________________________________________
> > BUT THEY DON'T SAY HOW THE LAND ROVER IS !!!!!!!!!!!!!

Apart from teeth marks in the steeringwheel, I expect it'll be fine

-floris.

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

Date: Thu, 6 Feb 97 23:13:25 UT
From: "Trevor Talbot" <fc101@msn.com>
Subject: Re.Re Towing Expectations

Andy
     I think your figure of 4 Tons is too high. The Land Rover specification 
is quoted as follows.
  Maximum Draw Bar Pull     4000 lbs Petrol SWB   3300 lbs Diesel SWB
    2.25 cc engine
                                           3300 lbs Petrol LWB   2900 lbs 
Diesel LWB
     
2.6  cc engine                    3890 lbs LWB

These figures are for a bog standard models . These figures are reduced for 
the Station Wagons due to the increase in vehicle weight of 328 lbsfor SWB, 
451 lbs for LWB

Maximum draw bar pull      3360 lbs  Petrol SWB   2980 lbs Diesel SWB
Station Wagon 2.25 cc
                                        2960 lbs  Petrol LWB   2600 lbs Diesel 
LWB

  These figures are taken from Land Rover Sales brochures 1969 &1975
   I have the Technical Details book 1969 which gives acceleration,fuel 
consumption max speed through gears  etc  so they are available if anyone 
wants them. 

 Cheers 
Trevor     101 FC GS
               2a SWB Station Wagon 
               Series1 SWB

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

Date: Fri, 07 Feb 1997 01:50:29 +0100
From: Floris Houniet <Houniet@xs4all.nl>
Subject: Re: 2.25, 2.25, 2.5

Andy Woodward wrote:
> >think you'd still be able to get parts for the 2.5 in 15 years. A 2.5
> >powered the only diesel D90 I've driven up to a noisey (but quieter
	 [ truncated by lro-digester (was 11 lines)]
> for long production in taxis......
> But stick a turdo on and it'll die in a fortnight........

Right, I'll go for the n/a 2.5. Does anybody know if it is a straight
fit, or is welding, replacing engine mounts, different bellhousing,
moving the radiator etc. etc.
Does anybody know the general price for a decent 2.5 in England?

For something completely different;
Has anybody ever herd of a intercooled L-R diesel, to me it sounds like
a harmless way to (slightly) increase the specs of the engine without
affecting the general diesel ruggedness.

-Floris

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

Date: Thu, 6 Feb 1997 20:08:24 -0500 (EST)
From: Dan Rao <ncavwc@nicom.com>
Subject: exploding distributor

>>From: Sanna@aol.com
>>Date: Wed, 5 Feb 1997 22:17:03 -0500 (EST)
	 [ truncated by lro-digester (was 6 lines)]
>>REPLACE THE DIST DRIVE COUPLER.  That's your problem.  It's a nickle & dime
>>part, so don't get chinsy.  E-mail me if you have ?'s.

Hey, thanks for the suggestion.  I did check it, and a replacement for that
is also on the way.

Hope to be back on the road by Saturday

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

From: erc@yahoo.com (Eric Ng)
Date: Thu, 6 Feb 1997 19:38:49 -0800
Subject: 1997 d90sw cd player

has anyone gotten the 6-disc cd changer for the 1997 d90sw?
a dealer told me that the console had been redesigned and
as such the existing changer wouldn't work.

but in light of other fallacies he's since told me, i'm skeptical.

-eric

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

From: ericz@cloud9.net
Date: Fri, 7 Feb 1997 00:06:25 -0500 (EST)
Subject: Re: Towing Expectations

On Thu, 6 Feb 1997, Alan_Richer/CAM/Lotus@lotus.com wrote:

	 [ truncated by lro-digester (was 16 lines)]
>a problem for the old boat - my brakes and tires are good.
>                    aj"Getting nervous again"r

I guess I can speak with authority on this one...:)
Towing with a 109" is a lot a matter of your level of caution and driving 
ability.  I've flat-towed my father's 109" SW with a lot of stuff on it (read: 
heavy) back and forth to Maine twice.  Acceleration wasn't great and it'll be 
even worse with a 4cyl engine.  Braking requires a lot of caution and advance 
planning.  The worst part was the fact that the towed vehicle wanted to continue 
straight while trying to push the tow vehicle's rear end around.  This effect 
was most prevailent when braking and going down a highway off-ramp.  
The best setup that I've used is a car trailer with electric brakes.  This 
preserves some braking ability and allows you to put about 10-15% of the gross 
trailer weight on the tongue (the ideal for stability purposes).  As many know, 
I've towed several 88" quite a long distance with this setup with no major 
problems.  
Another issue is to make sure that your rear crossmember and tow hitch are up to 
the task.  I started off using the standard tow plate and a 2" ball in one of 
the tabs on the normal pin-type tow hook.  This twisted like a pretzel after 
about 20 miles flat-towing my father's 109".  I would recommend making up a 2" 
square reciever out of the tow plate.  The receivers are available at any 
trailer supply house and can be welded to the plate under the crossmember, just 
make sure the plate is sufficiently reinforced.
Also, for a good primer on both on and off road towing, check out the book "The 
Land Rover Experience".....

Rgds,
_______________________________________________________________________
Eric Zipkin  Bedford, NY  USA  *  ericz@cloud9.net  * www.cloud9.net/~ericz
SIII 109" V8 Hardtop * SII 109" SW (since new) * '63 Triumph Spitfire
SIIA 88" (project car)  *  '67 Mini-Moke * '94 Car Trailer: "NOT FOR HIRE"
-------------------------------------------------------------------------

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

From: "Beckett, Ron" <rbeckett@nibupad.telstra.com.au>
Subject: Re: Anybody in the Boston, Ma., USA area got a towbar?
Date: Fri, 07 Feb 97 16:40:00 EST

>>and they asked what I was towing. I told the truth and said `63 LR SWB .
>> I was then told that they couldn`t rent one to me because my `96 Disco
>>was too light

David replied

>She has a valid point. SWB Series Vehicles weigh between 3000-4000 lbs,
>depending on their configuration. The U-Haul car transporter (more commonly
	 [ truncated by lro-digester (was 6 lines)]
>and the max towing capacity is 5500 lbs using a trailer w/brakes. As a
>general rule, one shouldn't tow more than 110%-120% of your curb weight,

It also depends upon your state laws.  Where I live in Ausatralia, I am 
limited
not by the Rangie's capacity (4000kg) but by the law which says that I can 
tow
up to 750kg with an unbraked trailer and 2/3rds the GVM of the Rangie with a 

trailer with coupled brakes..

The GVM of the RR is, if I recall correctly, around 2700kg so I can only tow
1800kg.
To show the law is an ass,   ars can tow a weight equal to their own but 4WD
are commercial vehicles so they are two-thirds.  So the Ford Falcon I used
to own at 1600kg can tow nearly as much as the Rangie.  I know what I'd
prefer to tow with.

In other states, cars can tow 1.5 times their weight so the Falcon could tow
2400kg - 600 more than the Range Rover.

Speed limit with trailers over 750 kg is, in this State, 80kph.

Best Regards,

Ron Beckett
Emu Plains, Australia
'87 Range Rover 4.8L auto
'67 Hillman Gazelle
'71 Hillman Hunter Royal 660
 -  for pictures see  http://www.brigadoon.com/~craigb/hillman/hunter.html

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

From: "Shaun Fisher" <fishers@natburo.kzntl.gov.za>
Date: Fri, 7 Feb 1997 07:48:30 +0000
Subject: Re: Diesel compressions

Hi I would think that a pipe is made of copper or any metal and a 
tube is made of plasitc or rubber.

Shaun Fisher
IIA   2.25 lives.

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

From: "Beckett, Ron" <rbeckett@nibupad.telstra.com.au>
Subject: Re: Springz
Date: Fri, 07 Feb 97 16:54:00 EST

Peter Hirsch wrote:
>Ned Heite got some rather shocking prices for springs for his IIa (600-1200
>USD for all four). In the UK, L-R springs are typically in the 30-50 UKP
	 [ truncated by lro-digester (was 8 lines)]
>USD/spring, which I thought expensive so far, but not any more. Maybe look
>for one of these for a set of non-original heavy duty springs.

It's all relative.  I was looking at an advert for aftermarket leaf springs 
for my
son's Land Cruiser.  Cost including shocks around A$1500 for the set of 4.

$90 each is cheap!

Best Regards,

Ron Beckett
Emu Plains, Australia
'87 Range Rover 4.8L auto
'67 Hillman Gazelle
'71 Hillman Hunter Royal 660
 -  for pictures see  http://www.brigadoon.com/~craigb/hillman/hunter.html

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

Date: Fri, 7 Feb 1997 00:11:34 -0300
From: rover1@sky.net (Steve Paustian)
Subject: Re: Coast Guard

>> > A Milford Haven Coastguard spokesman said: ``The condition of the
>>injured man
	 [ truncated by lro-digester (was 10 lines)]
>> > BUT THEY DON'T SAY HOW THE LAND ROVER IS !!!!!!!!!!!!!
>Apart from teeth marks in the steeringwheel, I expect it'll be fine

Might be a nasty stain on the seat as well.

Never pet a burning dog.

Steve Paustian
Flatland Rover Society

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

From: JDolan2109@aol.com
Date: Fri, 7 Feb 1997 03:40:36 -0500 (EST)
Subject: Re: IOE six's (longish)

>Okay. So somebody. Anybody. Talk me out of the 3.0 six......
>If there is anyone... that knows of any reason why this 1969 109 ... and a
Rover 3.0 Six... should not be joined...speak now or forever hold your piece.

I guess I'll speak to the issue. I think you should definately stay with a
Rover 6. The vehicle was built to accept it. You could put anything in there,
we all know, but if the opportunity presents itself, you should try to
preserve one of the few remaining NADA 6's still around. I suggest a 2.6. The
3.0 has a rather long stroke, and you might more readily again suffer the
fate that you now seek to repair. I'd be a bit concerned about banging it
around at rev's and such ('dumping' the clutch, etc) or extreme engine
braking. I don't think the power output would be such that the typical
drivetrain componentry would suffer (halfshafts), but rather the lower end of
the motor would be vulnerable first. There's a reason why the 2.6 was fitted
in the LR. I think they first started out with the 3.0 then went to the 2.6.
The 3.0 was designed for a "relaxed manner of motoring as befitted a high
quality luxury saloon" (Classic Rovers, Taylor). If you do go with a 3 litre,
the bell housing will fit from the 2.6, as will most everything else
excepting the lower end. Depending on the year of manufacture of the motors,
the heads may or may not swap, as alternative oil passages were introduced
(at rear of block) around '64. I'm not quite clear on this just yet. It might
immediately predate Weslake heads. What bolts to the head will interchange.
  I'm very interested in keeping as many P5's alive as possible, so I have an
ulterior motive going on in the background here. Do you have a 3.O litre
motor that you would use in your swap? If you do, and would rather use a 2.6,
I'll swap you. The only reason I would have a 2.6 is to use it to try and
save a 3.0 for its intended purpose, such as now. (They only built 116 LHD
2.6 P5's, and they used the P4 version of the 2.6, which is again different.
The 2.6 here is from a LR). If your 3.0 is from an earlier automatic (pre
'64, i.e. pre BW 35) you will need to rework the crank for the pilot bush.
Can be done. You might have to do that anyway, independent of year or
original application. Around that time the bearing sizes changed as well, so
crank swapping is limited somewhat. Regardless of that, is the vehicle that
the 3 litre came from still 'on the planet'? I'd be interested in any
remaining parts. If you want to explore the possibilities of a swap for your
swap, please e-mail me direct. If you need any specs on the 3 litre, I'll
gladly post them. Or, if you want to send the numbers from the 3.0, I'll tell
you it's vintage, etc., or just help you with info. I might be able to help
you save a NADA 2.6, any interest helping save 3.0 P5's?
Someone else wrote-
>As the 3.0 was modified for a car...
  My understanding of it is that the 3 litre was developed for the P5
automobile, and then modified for the LR....
see 'ya on the old road...
jim '61 88" w/OD, 1 Bbl weber, 16's, hubs (econobox?)  "Nicky"
      '60 88"  w/'nasty' chains   "Bubbles"
      '60 P5 MkI 4 spd W/OD   "Olive(r)"
      '63 P5 MkII  autobox
LR... quite possibly one of the best machines yet devised!
jdolan2109@aol.com

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

From: philippe.carchon@rug.ac.be
Date: Fri, 7 Feb 1997 10:09:58 +0100
Subject: acceleration problems

Chris,
I've got more or less the same problem but only when I'm driving on petrol, 
not when driving on LPG. I think it will be a carb problem because on LPG 
you only need a small part of the carb. Because I'm driving 99 % of the time 
on LPG (much cheaper) it's not so annoying for me.

So two choises: or rebuild the carb or convert to LPG...

Philippe Carchon
'81 Lightweight
Ghent, Belgium
Marnix Vangheluwe
University of Ghent
Laboratory for Biological Research in Aquatic Pollution
J. Plateaustraat 22, 9000 Gent
Belgium

T: ++32 9 264 37 66
F: ++32 9 264 41 99
e-mail: marnix.vangheluwe

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

Date: Fri, 7 Feb 1997 09:21:23 +0000
From: M.J.Rooth@lboro.ac.uk (Mike Rooth)
Subject: Re: Coast Guard

>Haven,t we seen all this before?  The last time it happened someone
>bought the wreck and turned it into a very nice 90 which was featured
>in LROI during 95 I think.
>LRO SHOP (NORTH AMERICA)
Yes,I remember.Have a job to turn this one into a nice 90,though...
Its a Nissan:-)

Cheers
Mike Rooth

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

Date: Fri, 07 Feb 1997 11:28:56 +0200
From: Paul Oxley <paul@adventures.co.za>
Subject: Re: Coast Guard

Mike Rooth wrote:
> >Haven,t we seen all this before?  The last time it happened someone
> >bought the wreck and turned it into a very nice 90 which was featured
	 [ truncated by lro-digester (was 11 lines)]
> Cheers
> Mike Rooth

Now there's a lesson in life. See what comes from driving a Ni**an!
 
Regards

Paul Oxley
http://www.adventures.co.za

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

From: "Davies, Scott" <sdavies@monetpost.stdavids.ncr.com>
Subject: Re: Coast Guard
Date: Fri, 07 Feb 97 09:41:00 PST

The initial posting clearly said 'Land Rover patrol vehicle', what makes you 
think it's a Nissan? Getting confused with the 'patrol' bit?

Scott Davies '85 110 2.5D HT
 ----------
>Yes,I remember.Have a job to turn this one into a nice 90,though...
>Its a Nissan:-)

Cheers
Mike Rooth

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

Date: Fri, 7 Feb 1997 09:52:31 +0000
From: M.J.Rooth@lboro.ac.uk (Mike Rooth)
Subject: Re: Coast Guard

The initial posting clearly said 'Land Rover patrol vehicle', what makes you
think it's a Nissan? Getting confused with the 'patrol' bit?
>Scott Davies '85 110 2.5D HT

Article in this morning's Times.States"his four wheel drive vehicle"
goes on to say it was a Nissan.And the photo of the wreck sure aint

no Land Rover......Japs must be doing their usual trick.Giving 'em
away.
Cheers
Mike Rooth

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

From: "Davies, Scott" <sdavies@monetpost.stdavids.ncr.com>
Subject: Re: Coast Guard
Date: Fri, 07 Feb 97 10:07:00 PST

Guess Jamie Wilson needs to check his sources better :-)

Just goes to show the problems you can have if you go with an inferior 4x4!

Scott Davies '85 110 2.5D HT
 ----------

The initial posting clearly said 'Land Rover patrol vehicle', what makes you
think it's a Nissan? Getting confused with the 'patrol' bit?
>Scott Davies '85 110 2.5D HT

Article in this morning's Times.States"his four wheel drive vehicle"
goes on to say it was a Nissan.And the photo of the wreck sure aint

no Land Rover......Japs must be doing their usual trick.Giving 'em
away.
Cheers
Mike Rooth

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

Date: Fri, 7 Feb 1997 10:11:53 GMT
From: "T. Stevenson" <gbfv08@udcf.gla.ac.uk>
Subject: Re:  Diesel compressions

James writes:
> The reason I had it checked was it wasn't starting
>well but that seems to be due to a glow plug having gone short
>circuit.
        You can get a conversion to use parallel wired glow plugs instead of
series wired ones for the 2.25 engine; if one blows you can still start the
engine.

>P.S does anyone know the difference betwwen pipe and
>tube?  I'd like to know to solve some discussion here..

pipe: this is what you smoke.
tube: container for beer.
Presumably a pipe is designed primarily for material transfer rather than
structure, whereas a tube doesn't know what it wants to be yet.
________________________________________________________________________
Thomas D.I. Stevenson			gbfv08@udcf.gla.ac.uk
SNL Mussel Project			Tel: 01475 530581
University Marine Biological Station, Millport	Fax: 01475 530601
Isle of Cumbrae, Scotland KA28 OEG		http://www.gla.ac.uk/Acad/Marine

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

From: "Beckett, Ron" <rbeckett@nibupad.telstra.com.au>
Subject: British Car Parts
Date: Fri, 07 Feb 97 22:44:00 EST

Keith,

Try this mob for a wiper motor for the Landie.  They may have
a suitable match.  I have posted it to the list because I know that there
are some Sunbeam owners (Hillmans in drag) and MG owners (Morris'
in drag) on the list.  It may interest other LR owners because of the
commonality of LUCAS bits across the whole British car scene.

Ron

 ----------
>Date: Sun, 2 Feb 97 17:08:04 UT
>From: "David Lucier" <mgtd1951@msn.com>
	 [ truncated by lro-digester (was 14 lines)]
>We have recently categorized some Hillman parts that are New Old Stock
>(NOS) and are willing to sell as a lot.  We might even piece out some 
parts.
>Please >contact Kim's Import Motors by the internet or 1-800-KIMS-1ST or
>518-842-8611 in Amsterdam, NY.
	 [ truncated by lro-digester (was 11 lines)]
>David Lucier
>MGTD1951@MSN.com

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