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Date: Wed, 25 Mar 1998 13:09:17 +0000
From: Axel Pawlik <axelpawlik@tinet.ie>
Subject: POR-15 UK Distributor

Got this for an answer about distributors here.
Had a first short look at the page, seemed interesting
enough.

	cheers, Axel

>From: Christopher Wright <techsupport@por15.com>
>Reply-To: techsupport@por15.com
>Organization: POR-15 Inc.
>X-Mailer: Mozilla 3.0Gold (Win95; I; 16bit)
>To: axelpawlik@tinet.ie
>Subject: POR-15 UK Distributor
>Thank you for your interest in POR-15 Restoration Products.  You can
	 [ truncated by list-digester (was 16 lines)]
>Sincereley,
>POR-15 Inc.,

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

Date: Wed, 25 Mar 98 5:09:55 -0800

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

From: dbobeck@inetgate.ushmm.org
Date: Wed, 25 Mar 98 08:38:34 EST
Subject: Re[2]: Mercruiser questions was re: 3.0 liter

>I've been really quiet on this Davis thing going on for the past few days 
>but as a past customer who bought the "pig" from the guy a few years back 
>I've got to say something...but as my mother once told me "if you can't 
>say anything nice......"  No, wait..how about "buyer beware".  Sorry that 
>I can't remember the latin.

Caveat Emptor...or something like that. BY the way, in response to Terry Anne's 
post, I believe in the case of Robert's Mercruiser conversion that there are no 
modifications necessary to the engine mounts or frame. It is supposed to be a 
straight fit according to what I have been told. That is why it is supposed to 
be the best thing since edible underpants...

later
Daveb

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

Date: Wed, 25 Mar 98 6:25:57 -0800

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

Date: Wed, 25 Mar 1998 16:22:44 +0100
From: Jan Schokker <janjan@xs4all.nl>
Subject: Landrover, The Newsgroup

Hello all,

I just found out there is a newsgroup called alt.fan.landrover.
Didn't see it mentioned here yet.

Regards,
Jan.

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

Date: Wed, 25 Mar 98 7:18:26 -0800

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

Date: Tue, 24 Mar 1998 22:25:00 -1000
From: kiotee@mcn.net (Roy Caldwell)
Subject: Re: rochester info...

Matt,  Call Brit Pac and see about getting a different jet.  Steve should be
able to advise as to which jet would be best for you location.  Take your
carb apart and reset the float levels.  For this carb that is very critical.
Follow the instructions in the rebuild kit and do it very carefully.  The
other things to check are for vacume leaks around the joints where the top
and bottom of the carb join.  Sometimes they are not perfectly flat and
don't seal well.  The other is the gasket at the base.  A just be sure that
the bits and pieces inside got put back in the right order.

Roy - Rovers in the Rockies - Where the men are men and the Rovers don't talk.

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

Date: Wed, 25 Mar 98 7:28:23 -0800

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Date: Wed, 25 Mar 98 7:30:16 -0800

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

Date: Wed, 25 Mar 1998 10:38:27 -0500
From: "A. P. \"Sandy\" Grice" <rover@pinn.net>
Subject: Mercruiser questions

Nate wrote:

>I thought the mercruiser conversion was a 1 time thing.  If this is an
>available option, I have 4 questions:
>1. What modifications to the chassis/bodywork is needed to fit this?
>2. What are the transmission options with this?
>3. What other drivetrain modifications are needed?
>4. What's it cost (in roundabout numbers)?

1-3.  None. That's the beauty of it. No modifications to the vehicle -
except that you now have 140 hp. In fact, Robert created an adapter plate
so that the stock *manifolds* can still be used.

4. About $4,500 for a turn-key job.  Cheers

  *----jeep may be famous, LAND-Rover is Legendary----*
  |                                                   |
  |             A. P. ("Sandy") Grice                 |
  |    Rover Owners' Association of Virginia, Ltd.    |
  |     Association of North American Rover Clubs     |
  |    1633 Melrose Pkwy., Norfolk, VA 23508-1730     |
  |(O)757-622-7054, (H)757-423-4898, FAX 757-622-7056 |
  *----1972 Series III------1996 Discovery SE-7(m)----*

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

Date: Wed, 25 Mar 98 7:39:20 -0800

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

Date: Wed, 25 Mar 1998 10:43:21 -0500
From: Jan Ben <ben@lucent.com>
Subject: Re: early Rangie auto tranny - is it? .. couldnt be..

David Kurzman <kurzman@ix.netcom.com> wrote:
I don't know about the Rover (sounds doubtfull) but that tranny is used
in
the Jensen Interceptor.
^^^^^^^^^^^^^^^^^^^^
Yeah I know, I got one :)   They were also used in Aston Martins .
Makes the use in RR believable..  Nobody knows fer sure? Nobody from UK?

Jan

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

Date: Wed, 25 Mar 98 7:45:44 -0800

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

Date: Wed, 25 Mar 1998 10:50:03 -0500
From: Jan Ben <ben@lucent.com>
Subject: Re:  Re: early Rangie auto tranny - is it? .. couldnt be..!

Solihull <Solihull@aol.com> wrote:
Jack Walter here had a grey market 86 vogue with the AT and yes, it was
a
torqueflite. There was a beefy plate between the rover f3.5 and the
trans as
well. I'm thinking the motor out of a similar vintage cop specs diplomat
would
go right in.
Cheers!!
John Dillingham
near Canton, GA
^^^^
HA!    I thought somebody would know!  This means that all one needs is
the early OEM tranny to x-fer maount.  Dodge used TF behind both the
small block (318, 36?) and the big block 383 400, 440.
I know: Hemi! :)  I like this idea better than the adaptor plate for sbc
or sbf.
Jan

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

From: dbobeck@inetgate.ushmm.org
Date: Wed, 25 Mar 98 10:18:20 EST
Subject: Re[2]: 2.5 vs 2.25

>  If we're talking about Rover 2.5's (which I assume we are), then I'll just 
>shut up.

yes I meant 2.5 rover engine. Still haven't heard any responses regarding the 
difference in power and top end speed.

DaveB

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

From: dbobeck@inetgate.ushmm.org
Date: Wed, 25 Mar 98 10:29:13 EST
Subject: Re[2]: rochester info...

>Remember - older vehicles were designed to run properly on 91-100 octane 
>LEADED fuel. Seeing hows the best you can get these days, is 87-89 octane 
>Unleaded, we can only do the best that we can.

93 and sometimes 94 available out here on the east coast.
I run 93 in the 88 or it deisels.

later
DaveB

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

From: NADdMD <NADdMD@aol.com>
Date: Wed, 25 Mar 1998 11:46:19 EST
Subject: Re: Re[2]: rochester info...

In a message dated 3/25/98 11:36:34 AM Eastern Standard Time, daveb writes:

<< >Remember - older vehicles were designed to run properly on 91-100 octane 
 >LEADED fuel. Seeing hows the best you can get these days, is 87-89 octane 
 >Unleaded, we can only do the best that we can.
 93 and sometimes 94 available out here on the east coast.
 I run 93 in the 88 or it deisels. >>

Man, Dave!  That gets expensive.  Go back to the Weber, I run 87, get 15 mpg
and no dieseling (except if I get off the freeway and shut it down within a
minute or two).

Nate

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

Subject: Re: rochester info...
Date: Wed, 25 Mar 98 08:52:00 -0800
From: TeriAnn Wakeman <twakeman@cruzers.com>

>I was once told, that I should run a 50-51 jet in the Rochester on my 88", 
;

50-51 works very well at SEA LEVEL.  48 jets will burn valves within a 
year of frequent driving AT SEA LEVEL. a 48 jet will cause the car to 
show signs of running lean at SEA LEVEL.

However, as you go up in altitude, your main jet should get narrower in 
diameter.

It would be nice if people providing recommendations on jet sizes stated 
the altitude that they live and drive in.

We are all right..for our own driving conditions

TeriAnn Wakeman             I subscribe to several high volume mail
Santa Cruz, California      Lists and do not read every posting. 
twakeman@cruzers.com        If you send me direct mail, please start
                            subject with TW-  so I will know to read it.

"How can life grant us the boon of living..unless we dare"
Amelia Earhart 1898-1937

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

From: NADdMD <NADdMD@aol.com>
Date: Wed, 25 Mar 1998 11:49:29 EST
Subject: Re: Re[2]: 2.5 vs 2.25

In a message dated 3/25/98 11:39:31 AM Eastern Standard Time,
dbobeck@inetgate.ushmm.org writes:

<< >  If we're talking about Rover 2.5's (which I assume we are), then I'll
just 
 >shut up.
 yes I meant 2.5 rover engine. Still haven't heard any responses regarding the
 difference in power and top end speed. >>

Dave, 
When they bored out my old 2.25, 0.030 over brought it pretty close to 2.5.
Of course it's still the old 3 bearing motor but I don't expect a whole lot
more out of it even with the 8:1 head skimmed down a bit.

Nate

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

Subject: Rochester jet poll
Date: Wed, 25 Mar 98 08:52:05 -0800
From: TeriAnn Wakeman <twakeman@cruzers.com>

I would like your help in assembling a Rochester carb jet recommendation 
table.

Rochester jets are easy to swap.  People may want to carry a selection of 
jets if they are going on long trips between sea level and 10,000 feet.  
This can be easily done at roadside altitude markers if you have a table 
and a selection of jets.

If you have a Rochester carb installed on a Land Rover 2-1/4L petrol 
engine, and if you feel that it is jetted correctly, please reply to me 
(twakeman@cruzers.com) telling me your main jet size and the altitude 
that you live and mainly drive at.

My specs:  #50 at sea level

Thanks!

TeriAnn Wakeman             I subscribe to several high volume mail
Santa Cruz, California      Lists and do not read every posting. 
twakeman@cruzers.com        If you send me direct mail, please start
                            subject with TW-  so I will know to read it.

"How can life grant us the boon of living..unless we dare"
Amelia Earhart 1898-1937

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

From: dbobeck@inetgate.ushmm.org
Date: Wed, 25 Mar 98 12:07:37 EST
Subject: Re[4]: rochester info...

 

>Man, Dave!  That gets expensive.  Go back to the Weber, I run 87, get 15 mpg 
>and no dieseling (except if I get off the freeway and shut it down within a 
>minute or two).

still got the weber. been tempted to try lower octane as I've solved the 
deiseling somewhat, but who knows. This way the timing can be more advanced 
which is good since my dist. has no vac. advance.
Retarding the timing seems to make it stall at idle when its cold and wet.
zenith may or may not ever get put on.
premium is only about 15 or 20 cents more a gallon, which adds up but is only 
one of *many* compounded expenses... 
later
Dave

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

From: Paul Quin <Paul_Quin@pml.com>
Subject: Octane ratings.
Date: Wed, 25 Mar 1998 09:16:40 -0800

	<< >Remember - older vehicles were designed to run properly on
91-100 octane >>

Well, the Land Rover manual explains how to tune the beasts to run on
octane ratings below 80.  (backwoods of East Africa grade petrol).  That
is one of the reasons that the 2&1/4 has such low compression etc.
Makes it very un-fussy about the grade of gas (or elephant p*ss) that
you put down it's throat.

Paul.

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

From: dbobeck@inetgate.ushmm.org
Date: Wed, 25 Mar 98 12:17:20 EST
Subject: Re[4]: 2.5 vs 2.25

>Dave, 
>When they bored out my old 2.25, 0.030 over brought it pretty close to 2.5. 
>Of course it's still the old 3 bearing motor but I don't expect a whole lot 
>more out of it even with the 8:1 head skimmed down a bit.

Ok, but the added displacememnt of the 2.5 is due to a longer stroke, no?
So does what does this mean in terms of power? also the cam is different I 
think, plus they use a timing belt. I know of one guy who builds 2.5 petrols 
out of 2.5 deisels, by swapping out a few bits. Seems like an interesting 
proposition...

cheers
Dave

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

Date: Wed, 25 Mar 98 9:20:40 -0800

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

From: CIrvin1258 <CIrvin1258@aol.com>
Date: Wed, 25 Mar 1998 12:22:29 EST
Subject: Re: rochester info...

Another thing to rmember about Rochesters:

There ARE several different types - some with manual choke, some with auto
choke, as well as different throat sizes. When I bought my truck, it came with
one that had the auto choke. I didn't really see it as a problem, until I blew
a casting plug on the cylinder head, thus causing blown gasket, thus causing
me to do a valve job, after discovering that the rocker shaft, was junk!

After putting thiings together right, I found the existing carb to be much too
rich, and when I leaned it out, it would simply backfire every chance it got.
Since I wanted a choke, I replaced the carb with a rebuilt one with the proper
throat size (thanks for the info, Lawrence of BP), then it was just a matter
of finding the correct jet for my engine. (NOTE: Just because a jet is right
for one engine, doesn't mean it's right for another engine, though it's
supposed to work that way)

For anybody in the los Angeles area, there's a place in Ingelwood called
Carburettor Electric. The gentleman that runs this shop specializes in
Rochesters of all types, and always carries a wide range of jet sizes. He is
also familiar (raced Healeys/MG's in the '50's and '60's, then Datsun 510's in
the '70's - yes, he's old) with SU's (he loves them), Webers, and even toyed
once, with Fish carbs! Nice guy to talk to.

Charles

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

From: Alan_Richer@motorcity2.lotus.com
Date: Wed, 25 Mar 1998 12:20:09 -0500
Subject: Re: Rochester jet poll

Great idea, TeriAnne! This is the type of solid data that this group is all
about.

                    ajr

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Date: Wed, 25 Mar 98 9:25:16 -0800

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Date: Wed, 25 Mar 98 8:36:51 -0800

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Date: Wed, 25 Mar 98 8:42:25 -0800

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Date: Wed, 25 Mar 98 9:44:54 -0800

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Date: Wed, 25 Mar 98 9:44:58 -0800

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Date: Wed, 25 Mar 98 9:44:56 -0800

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Date: Wed, 25 Mar 98 9:45:03 -0800

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Date: Wed, 25 Mar 98 9:45:04 -0800

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Date: Wed, 25 Mar 98 9:45:05 -0800

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

Date: Wed, 25 Mar 1998 13:02:09 -0500 (EST)
From: Russ Wilson <rwilson@usaor.net>
Subject: Re: rochester info...

>I was once told, that I should run a 50-51 jet in the Rochester on my 88", but
>it was WAY too fat. I ended up using somewhere around a 42-46. It STILL spits
>out a bit of black smoke, even after playing with the timing/valve
>adjustments/using fuel additives/various grades of fuel.
>Remember - older vehicles were designed to run properly on 91-100 octane
>LEADED fuel. Seeing hows the best you can get these days, is 87-89 octane
>Unleaded, we can only do the best that we can.

Altitude can also have an effect on the size of jet used.

Russ Wilson
Leslie Bittner

Fort Pitt Land Rover Group
Pittsburgh, Pa.

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

Date: Wed, 25 Mar 1998 12:06:34 -0800
From: Peter <nosimport@mailbag.com>
Subject: Re: rochester info...

>There ARE several different types - some with manual choke, some with auto
>choke, as well as different throat sizes. When I bought my truck, it came
with
 
Greetings,	
	I have a friend (honest...it's not for me) with a dieing single 
bbl.Weber
34ICT. All the Zeniths I have are highly suspect. I have a 2-bbl. Weber (I
love it) but I can't talk him into buying one. (Too much $...doesn't get
paid enough... did I mention he also works for me?)
	Anyway,  can someone provide me with the Rochester part
number/application? I used to have a Carter on one of mine I bought from
Zaggato's in NJ (anyone remember him?). Can't remember what that fat
either. I'm in the parts biz and can probably source one for him cheap. (I
know...give him a raise)
Thanks    Peter 

Peter
'60 109SW
'64 88
'70 88 (in pieces)
'73 88 (driver)

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

Date: Wed, 25 Mar 98 10:05:32 -0800

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

Date: Wed, 25 Mar 1998 13:18:30 -0500 (EST)
From: Russ Wilson <rwilson@usaor.net>
Subject: Re[2]: 2.5 vs 2.25

>yes I meant 2.5 rover engine. Still haven't heard any responses regarding the
>difference in power and top end speed.
>DaveB

Everyone is ignoring you hoping that you will just go away.

Russ Wilson
Leslie Bittner

Fort Pitt Land Rover Group
Pittsburgh, Pa.

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

Date: Wed, 25 Mar 98 9:28:32 -0800

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

From: Lodelane <Lodelane@aol.com>
Date: Wed, 25 Mar 1998 13:39:58 EST
Subject: Re: rochester info...

Okay, okay.  With all this traffic on Rochesters, I have to take the plunge.
I bought a salvage truck over the weekend.  It had a manual choke Rochester on
it.  I'll sell the carb for $50.00 or best offer.  The truck has been sitting
for about ten years, so it will definitely need a good soak in carb cleaner
and an overhaul kit.  No, I don't know what size jet it has in it.

Please e-mail me direct.

Larry Smith
lodelane@aol.com
Chester, VA

p.s.  will have other bits available in a couple of weeks.  Will post a notice
to the net.  

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

From: "Faure, Marin" <Marin.Faure@PSS.Boeing.com>
Subject: re: Overdrives
Date: Wed, 25 Mar 1998 10:54:12 -0800

From: dbobeck@inetgate.ushmm.org
Date: Tue, 24 Mar 98 15:42:38 EST
Subject: Re: Overdrives

>>I installed a Fairey overdrive in my Land Rover Series III-88 shortly
after I 
>bought it new in 1973.
>Others on this group seem to have had bad luck with Fairey 
>Overdrives. I have not.

>Oh marin, we are getting tired of hearing about how trouble free your
Land 
Rover has been! Doesn't ANYTHING ever go wrong with it.

Sure, lots of things, mostly oil seals wearing out.  Right now the front
engine oil seal (in the timing chain cover) is shot and there is a
groove worn in the pulley shaft that goes through it.  The thing leaks
oil like you wouldn't believe, but then that keeps everything under the
vehicle from rusting so I'm not too worried about it.  I have
replacement seals and a replacement pulley but I haven't gotten around
to fixing it yet.  The plastic reservoir for the brake master cylinder
hardened, crazed, and cracked a number of years ago, but now that I know
how to keep that from happening, the replacement has had no problems.

I've had to replace the leaf springs once, and currently the oil seal in
the bottom of the steering relay has had it.  Again, I have a brand new
relay but haven't had time to install it.  I just dump STP oil treatment
in it occasionally because it's gooey enough to stay on the relay parts
and keep the steering free.  I'd never use STP for anything else, but
it's good for this purpose.

I've replaced the tie rod ends once.  I've replaced the radiator once
and the exhaust system twice.  The engine burned a couple of exhaust
valves back in the early 1980s when it had about 120K miles on it, so I
had the head rebuilt.  Each wheel has worn out a hub seal at least once.
The joint gaskets in the transmission finally turned to dust in the
mid-'80s so I had the transmission overhauled mainly to stop the oil
leaks.  On the other hand, the swivel ball seals and bearings have never
given any trouble (so far) and are all original.  The paint's pretty
tired ( the vehicle is single-tone- Limestone), and the felt window
channels rotted out years ago.  I've replaced one side but haven't
gotten around to the other.  I've replaced the clutch master and slave
cylinders twice.  I've replaced all the brake wheel cylinders once
because the bleed screws froze up.

The differentials have never given any problems, nor have I broken any
halfshafts.  The U-joints in the driveshafts are original.  The original
gas tank rusted out in the mid-'80s so I replaced it.  The speedometer
fell apart internally during a trip to the Yukon in 1977, but rather
than replace it I made a new instrument panel out of aircraft aluminum
which incorporates a vacuum gauge and a tachometer.  To make room for
these instruments I moved the light, heater, and wiper switches to the
V-shaped vertical brace in the center of the dash.  The vehicle came
with an Smiths oil gauge mounted in the lower center of the dash: I
added identical Smiths volt and amp gauges to the pre-drilled holes next
to the oil gauge.

My garage is a veritable parts department with replacement body panels
for the ones I've dented, new timing chains and gears, new distributor
caps, a brand new oil pump, a brand new parking brake assembly, and
about a zillion little things like side lamp lenses and windshield
washer motors..  I bought most of this stuff within the first three
years of ownership as it was my only vehicle from 1973 to 1983 and I
couldn't afford to have it down a single day.  And while I spent many a
weekend maintaining it, the only time it has ever let me down was when
the little drive gear to the overdrive broke due to my letting the unit
run low on oil one too many times.

But when you own a vehicle from brand new and take care of it, it's
impressive how reliable it can be.  It's never failed to start in 25
years, other than when the original battery wore out and I had to start
it for a few days on the hand crank.  It's never quit on the road.  But
don't think for a minute that this good fortune required no effort on my
part; it's a maintenance-intense vehicle especially by today's
standards. Fortunately, it's also incredibly easy to work on.  So far,
my 1991 Range Rover, which I also bought new, seems with 80K miles on it
to be on the way to duplicating or surpassing the impressive record of
reliability that my Series III has enjoyed as it's been the most
trouble-free vehicle I've ever owned, which includes BMWs, VWs, a Ford
pickup, and the Series III.  But as I did with the Series for most of
its life, any little thing that goes wrong with the Range Rover I fix
immediately.

__________________
C. Marin Faure
faurecm@halcyon.com
marin.faure@boeing.com
  (original owner)
  1973 Land Rover Series III-88
  1991 Range Rover Vogue SE

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

Date: Wed, 25 Mar 1998 11:05:16 -0800 (PST)
From: jimallen@onlinecol.com (Jim Allen)
Subject: Re: rochester info...

Some Generalities on Jetting;

Bear in Mind that jet size is dependant on venturi size. Since there are
three differnt venturi sizes, the recommendation for one might not fit
another.The bigger bore units will need a slightley larger jet (less
velocity through the venturi) and vice versa. Also bear in mind that any
recommendations are a STARTING POINT. They may or may not work in your
application. Changes like a free flow exhaust, air cleaner, compression
ratio, etc, etc. effect the mixture needs.

In addtion to jet sizes, how about listing the throttle bore diameter and
general engine configuration to get it more apples to apples.

        Jim Allen

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

Date: Wed, 25 Mar 1998 12:25:11 -0800
From: Peter <nosimport@mailbag.com>
Subject: Re: inertia starter cross reference ??

At 05:02 PM 3/24/98 -0500, you wrote:
>Hi all
>Was wondering if anybody knows of any other engines that used the inertia
>type starter used on SerIIA 2.25 engine. My starter seems to be dying and 
>the closest Lucas parts dealer has alot of used Triumphs. Any ideas.

Hello,
	Unfortunately the starter for our LR's is unique. Mostly because of the
drive. A very desparate person could probably make the case with windings
and brushes fit the front plate and armature from an early TR4/TR6 work. If
you are VERY serious, I can investigate. I do have all the materials to do
the research, just trying to allocate time resources. (we also carry
brushes, etc. for that starter).
	Let me know if you want me to pursue.
	Cheers     Peter

Peter
'60 109SW
'64 88
'70 88 (in pieces)
'73 88 (driver)

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

Date: Wed, 25 Mar 1998 13:14:59 -0800
From: Peter <nosimport@mailbag.com>
Subject: Re: inertia starter cross reference ??

At 05:02 PM 3/24/98 -0500, you wrote:
>Hi all
>Was wondering if anybody knows of any other engines that used the inertia
>type starter used on SerIIA 2.25 engine. My starter seems to be dying and 
>the closest Lucas parts dealer has alot of used Triumphs. Any ideas.

Hello,
	Unfortunately the starter for our LR's is unique. Mostly because of the
drive. A very desparate person could probably make the case with windings
and brushes fit the front plate and armature from an early TR4/TR6 work. If
you are VERY serious, I can investigate. I do have all the materials to do
the research, just trying to allocate time resources. (we also carry
brushes, etc. for that starter).
	Let me know if you want me to pursue.
	Cheers     Peter

Peter
'60 109SW
'64 88
'70 88 (in pieces)
'73 88 (driver)

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

Date: Wed, 25 Mar 98 11:15:15 -0800

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

Date: Wed, 25 Mar 98 11:15:45 -0800

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

From: dbobeck@inetgate.ushmm.org
Date: Wed, 25 Mar 98 14:13:36 EST
Subject: to russ wilson

>>Everyone is ignoring you hoping that you will just go away.

But I WANT TO KNOW. Dammit. Doesn't ANYONE KNOW!!!
AHHHHHgggggrrgglle
thanks Russ you're such a great guy. How is your pig anyway and what about your 
blue snake or whatever you're calling the new one.

DaveB

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

Date: Wed, 25 Mar 98 11:26:56 -0800

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Date: Wed, 25 Mar 98 11:26:58 -0800

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Date: Wed, 25 Mar 98 11:27:00 -0800

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Date: Wed, 25 Mar 98 10:57:47 -0800

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

Date: Wed, 25 Mar 1998 19:30:12 +0000
From: aidan lewis-smith <landrover@lewis-smith.demon.co.uk>
Subject: Re: seats

Many people in the UK use seats from the 340/360 Volvo which are
supposed to be a good fit and quite comfortable

In message <bulk.1997.19980324115139@Land-Rover.Team.Net>, "Faure,
Marin" <Marin.Faure@PSS.Boeing.com> writes
>From: Jarvis 64 <Jarvis64@aol.com>
>Date: Mon, 23 Mar 1998 07:08:41 EST
>Subject: Re:  seats
>> I asked about seats last week--no responses yet.  Does that mean
>nobody knows
>of any decent substitute in the States?  Drove over 900 miles in the
>last
	 [ truncated by list-digester (was 39 lines)]
>  1973 Land Rover Series III-88
>  1991 Range Rover Vogue SE

-- 
aidan lewis-smith

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

From: dbobeck@inetgate.ushmm.org
Date: Wed, 25 Mar 98 14:45:27 EST
Subject: Re[2]: Overdrives

>  The plastic reservoir for the brake master cylinder hardened, crazed, 
>and cracked a number of years ago, but now that I know how to keep that 
>from happening, the replacement has had no problems.

please share this with the rest of us...

nice story btw, it sounds like a nice rover too.

Mine is hardly factory original but I like add nos and changes to be Rover or 
rover looknig, or at least removable without any evidence they were there. I 
hate drilling holes...

later
DaveB

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

Date: Wed, 25 Mar 1998 14:56:19 -0500 (EST)
From: Peter  Doncaster <pd116@columbia.edu>
Subject: Land Rovers in Vienna

So I was just in Vienna, and I met Peter Hirsch, who has a Series I 107
SW.

I put the full report with pictures on the WWW:

http://www.columbia.edu/~pd116/vienna.html

I'll leave it there for about two weeks. 

Peter Doncaster
'64 IIA 88" SW

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

From: Tony Treace <atreace@HASimons.com>
Subject: New Series I Club Web Site
Date: Wed, 25 Mar 1998 12:08:34 -0800

Something of interest to Series I fans, the UK Series I Club has a new
web site at:    http://www.lrsoc.demon.co.uk/
They now accept membership dues via MasterCard/Visa (not stated on the
web site, but I checked), ....an enticement to owners like me that have
been dreading the expense/hassle of payment in Sterling.
The Club Shop also accepts credit cards and no longer mentions being
'unable to ship to North America because of product liability'.
Hopefully, they have changed their policy.

Tony Treace
atreace@hasimons.com

1967 109 SW
1951 80 HT

P.S. Anybody have any Series I 80" parts they want to get rid of? I have
a long shopping list!

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

Date: Wed, 25 Mar 1998 15:13:21 -0500
From: Tom Coron <tcoron@nswc.navy.mil>
Subject: Rochester Poll

TeriAnn et all:

Is the jet size etched on the jet? I live about 6 ft above sea
level - Chesapeake Bay actually - and average about 14 mpg overall,
with no dieseling. Put a NAPA kit in it 1.5 yrs ago, and haven't had 
any problems since. It's slower than Dog___t, but I suspect it's 
average, not having driven anyone else's.

Tom Coron
King George, Va
'66' IIA SWB RHD

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

From: JSmallals <JSmallals@aol.com>
Date: Wed, 25 Mar 1998 15:25:35 EST
Subject: Re: Rochester Poll

All,
I live in Denver...6,000 feet and I have run a rochester with a 48 jet with no
problems for about two years...
James
Denver, Colorado
66IIA SWB SW

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

Date: Wed, 25 Mar 98 11:45:04 -0800

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

Date: Wed, 25 Mar 98 11:27:00 -0800

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

Date: Wed, 25 Mar 1998 15:30:28 -0500 (EST)
From: Russ Wilson <rwilson@usaor.net>
Subject: Re: to russ wilson

>>>Everyone is ignoring you hoping that you will just go away.
>But I WANT TO KNOW. Dammit. Doesn't ANYONE KNOW!!!
>AHHHHHgggggrrgglle
>thanks Russ you're such a great guy. How is your pig anyway and what about
>your
>blue snake or whatever you're calling the new one.
>DaveB

Thanks, you are so sweet.  What do you want?  The pig is rattling along
like the fine bucket of bolts that it is, and the blue fish is sitting
there waiting for me to have some spare time to finish putting the last
bits on.  Why don't you come visit and lend a hand with your vast well of
series III know-how.....
you can even bring along that drunken twit that you are often seen with  ;)

Russ Wilson
Leslie Bittner

Fort Pitt Land Rover Group
Pittsburgh, Pa.

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

From: dbobeck@inetgate.ushmm.org
Date: Wed, 25 Mar 98 15:46:28 EST
Subject: Re[2]: to russ wilson

> Why don't you come visit and lend a hand with your vast well of >series 
>III know-how.....
>you can even bring along that drunken twit that you are often seen with  ;)

Boy, people on this list sure can be mean.

Sheesh
Dave

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

Date: Wed, 25 Mar 98 13:08:31 -0800

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

Date: Wed, 25 Mar 98 13:08:29 -0800

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

Date: Wed, 25 Mar 98 13:08:38 -0800

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

Date: Wed, 25 Mar 98 13:08:31 -0800

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

Date: Wed, 25 Mar 98 13:08:35 -0800

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

Date: Wed, 25 Mar 98 13:08:38 -0800

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

Date: Wed, 25 Mar 98 13:08:39 -0800

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

Date: Wed, 25 Mar 98 13:08:39 -0800

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

Subject: Re: Rochester Poll
Date: Wed, 25 Mar 98 13:53:54 -0800
From: TeriAnn Wakeman <twakeman@cruzers.com>

>Is the jet size etched on the jet?
;
The number is stamped into the metal on the top side of the jet.

TeriAnn Wakeman             I subscribe to several high volume mail
Santa Cruz, California      Lists and do not read every posting. 
twakeman@cruzers.com        If you send me direct mail, please start
                            subject with TW-  so I will know to read it.

"How can life grant us the boon of living..unless we dare"
Amelia Earhart 1898-1937

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

Date: Wed, 25 Mar 98 13:54:18 -0800

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

From: "Alan Logue" <logue@a011.aone.net.au>
Subject: what gives
Date: Wed, 25 Mar 1998 23:32:58 +1030

OK, so I got the last digest with an index of 99 posts, and all I got were
the first 2!!!
Will it come again.
Alan
Logue & Associates
PO Box 689
Morphett Vale
South Australia
Ph +61-8-83228965
Fax +61-8-83875535

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

Date: Wed, 25 Mar 98 15:37:14 -0800

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

Date: Wed, 25 Mar 1998 18:34:41 -0600
From: car4doc <car4doc@concentric.net>
Subject: Re: Rochester Poll

Hi TeriAnn,
  My brother & I are running Rocherter carbs we got from a carb rebuild
shop here in chicago.(United Carbartor on Lawerance ave)  Cost without
core 84.00.  Application was 230 ci chevy truck 1967 which gave us a
manual choke.  They came with 57 & 58 jets which I now have a 45 jet(7.1
compression) & my brother has a 46 jet (8.1 compression)  Only problem
is what seem to be carb ice on his LR but he is not running the fender
splash shield which allows cold air to blow on the carb.  Other then
that both run very well. 
 For any one interested I was running a 34 weber but with the 7.1
compression I could not use my overdrive.  Now I can gain speed in
overdrive with a slight hill.  Lots more power.

Regards,
 Rob Davis_Chicago

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

Date: Wed, 25 Mar 98 16:36:41 -0800

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

Date: Wed, 25 Mar 1998 21:50:30 -0400
From: john cranfield <john.cranfield@ns.sympatico.ca>
Subject: Re: Mercruiser

I have been following the posts on the Mercruiser engine swap but call
me slow or some thing but I don't recall any one mentioning where they
come from. Is it a decendant of the diesel that Land Rover sold to
Mercury for marine use?
   John and Muddy

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

Date: Wed, 25 Mar 98 17:47:37 -0800

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

Date: Wed, 25 Mar 98 17:52:31 -0800

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

Date: Wed, 25 Mar 1998 20:52:12 -0500
From: "William L. Leacock" <wleacock@pipeline.com>
Subject: 109 brakes

Following my ' How to " yesterday I remembered another typical  problem with
109 brakes.  Another part of my " How to make a million from DIY books  !!!"
This part took me 3 years to discover. and again I share it with you because
of my philanthropic nature !!! ( Just cut me in for a share of the royalties
!! ) 
 It is important when fiting the rear brake shoes that the shoes are fitted
correctly, at first glance the shoes may seem to be the same. There is a
leading shoe and a trailing shoe. The leading shoe, which goes to the front
side of the wheel cylinder has the lining fitted  so that the distance from
the wheel cylinder to the shoe lining  is greater than for the trailing shoe.
 The adjusting cams are fitted in different positions on the backplate, ie
they are not symetrical about the centerline. The front one is radially 4.5
inches from the centre of the hole in which the cylinder fits and the rear
one is 4.25 inches radially  from the centre of the wheell cylinder hole. (
you can't find this information in the  workshop manual  !! )  It is not
unknown for the backplates to be fitted to the wrong sides by ignorant or
unobservant PO's.
 Fitting the hoes the wrong way round, or two leading shoes on one side and
two trailing shoes on the other screws up your ability to adjust the shoes
correctly giving the mis leading impression that the brakes are adjusted
correctly when they are'nt, resulting in the need for the rear cylinder to
move further before the brakes work, thus creating the impression of loss of
brake pedal travel. 
 The front cam works on the underside of the peg on the shoe ( in the 3 o
clock to 6 o clock quadrant ) whereas , the rear cam  works on the top of
the peg ( ie the 9 o clock to 12 o clock quadrant )  So get them rear wheels
off and get checking !!!
 Hope you can see through the clear mud !!
 Aa g day, as they say in Oz.
Bill Leacock  ( Limey in exile ) NY USA.
 88 and 109 LR's and 89 RR 

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

Date: Wed, 25 Mar 98 18:03:20 -0800

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

Date: Wed, 25 Mar 1998 21:02:48 -0500 (EST)
From: Russ Wilson <rwilson@usaor.net>
Subject: mean people

>> Why don't you come visit and lend a hand with your vast well of >series
>>III know-how.....
>>you can even bring along that drunken twit that you are often seen with  ;)
>Boy, people on this list sure can be mean.

Mean??  I offered room and board with beer thrown in.  You are always
welcome as long as you don't molest the cat like last time.   :)

Russ Wilson
Leslie Bittner

Fort Pitt Land Rover Group
Pittsburgh, Pa.

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

Date: Wed, 25 Mar 98 18:31:09 -0800

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

Date: Wed, 25 Mar 1998 21:30:41 -0500 (EST)
From: Peter  Doncaster <pd116@columbia.edu>
Subject: Land Rovers in Vienna

So I was just in Vienna, and I met Peter Hirsch, who has a Series I 107
SW.

I put the full report with pictures on the WWW:

http://www.columbia.edu/~pd116/vienna.html

I'll leave it there for about two weeks. 

Peter Doncaster
'64 IIA 88" SW

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

Date: Wed, 25 Mar 98 18:46:37 -0800

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

From: lndrvr@ldd.net (BRIAN WILLOUGHBY)
Subject: Fairey vs. Toro
Date: Wed, 25 Mar 1998 20:44:37 -0600

As we are on the subject of overdrives, does anyone have anymore input on
the debate between the Fairey O/D versus the Toro O/D?  
What are the differences between the two in installation, use, etc.?  I'm
assuming the Toro can be engaged in any gear just as the Fairey, right? 
Also, I was unaware that the Toros were available at all.  Are NOS ones
still out there?  I've heard enough Fairey horror stories to wonder if the
Toro is a better choice if obtainable.  Thanks for your comments.  Brian

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

Date: Wed, 25 Mar 98 19:48:35 -0800

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

Subject: Re: Mercruiser
Date: Wed, 25 Mar 98 19:50:28 -0800
From: TeriAnn Wakeman <twakeman@cruzers.com>

;>I have been following the posts on the Mercruiser engine swap but call
;>me slow or some thing but I don't recall any one mentioning where they
;;>come from. Is it a decendant of the diesel that Land Rover sold to
;>Mercury for marine use?

Its is a version of the Chevy cast iron four cylinder that has been 
adapted for marine use.

TeriAnn Wakeman              I subscribe to several high volume mail
Santa Cruz, California       Lists and do not read every posting. 
twakeman@cruzers.com         If you send me direct mail, please start
www.cruzers.com/~twakeman    subject with TW-  so I will know to read it.

"How can life grant us the boon of living..unless we dare"
Amelia Earhart 1898-1937

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

Date: Wed, 25 Mar 98 21:01:40 -0800

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

Date: Wed, 25 Mar 1998 22:06:06 -0500
From: David Cockey <dcockey@tir.com>
Subject: Re: Mercruiser

john cranfield wrote:

> I have been following the posts on the Mercruiser engine swap but call
> me slow or some thing but I don't recall any one mentioning where they
> come from. Is it a decendant of the diesel that Land Rover sold to
> Mercury for marine use?

The Mercruiser 4 cyl is a 3.0 liter version of the 2.5 liter engine GM
used until a few years ago in S/T trucks, Grand Am's, Cavaliers, etc. It
was advertised as the "Tech IV" at one time, and is a derivative of the
"Iron Duke", which was a derivative of the old Chevy II 4 cyl. Mercury
purchases the base engine from GM. It has an iron block and head, and
overhead valves with pushrods. It has nothing to do with any LR engine.

Regards,
David Cockey

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

Date: Wed, 25 Mar 98 21:05:04 -0800

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

From: TriangleLR <TriangleLR@aol.com>
Date: Thu, 26 Mar 1998 00:03:02 EST
Subject: N.C. LR owners meeting

Attached is a memo concerning the second meeting of the Triangle Rover Group.
We had a great first meeting in December and we have a tech-session planned
for this Saturday. All are welcome.

Please contact me directly if you have any questions - don't waste list
bandwidth.

Thanks!
Alex Maiolo

--part0_890888582_boundary
Content-ID: <0_890888582@inet_out.mail.aol.com.2>
Content-transfer-encoding: 7bit

Hello All!

We're really excited about Saturday's meeting. I've spoken to many of you and
it looks like there will be a great showing including some new members.

Remember, it is at 11 am at Flying Circus English Cars in Durham. Flying
Circus is located right off of the Durham Freeway at the Briggs Ave. exit.
Their phone number is (919) 596-4250.

There will be a tech session and a regular meeting during which we will
discuss the club's future and plan trips to rallies.

Feel free to call me at (910)260-8686 if you have any questions.

See you there!
Alex Maiolo

--part0_890888582_boundary--

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

Date: Wed, 25 Mar 98 22:04:03 -0800

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

Date: Wed, 25 Mar 98 22:04:05 -0800

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

Date: Wed, 25 Mar 1998 22:44:21 -0500
From: David Cockey <dcockey@tir.com>
Subject: Re: Good used-parts suppliers?

Alan_Richer@motorcity2.lotus.com wrote:

> With this, the imperative becomes - where can I find a good new/used
> parts
> dealer without running out to whe wilds of Wales or the like? I'm
> after the
> usual US-unavailable used goodies - namely anything that strikes me
> that I
> can stuff in a suitcase. I also need to buy an engine overhaul while
> I'm
> there.

Gumtree in Fallbrook, Plumpton, Lewes, East Sussex BN7 3AH telephone
01273 890259 fax 01273 891010 had a good selection several years ago.
It's a garage which has a number of sheds stuffed with used parts, and
the prices seemed very reasonable for the small items we were after.

Regards,
David Cockey

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

Date: Wed, 25 Mar 1998 22:49:12 -0500
From: David Cockey <dcockey@tir.com>
Subject: Re: Thule racks

Allan Smith wrote:

> Hi all - I need a roof rack for windsurfing gear, but the Thule
> rack I had on my last car doen't fit because of the height of the
> LR roof above the gutter.

Quick & Easy brackets used to be one solution, but I don't know if
they're still available. They were cast aluminum brakets which bolted to
a cross bar and which clamped to the rain gutter. The cross bar could be
as simple as a length of 2x4. A spacer intended for VW bugs and similar
was available, though it was simple enough to make spacers from wood
blocks and purchase longer bolts at the hardware store.

Regards,
David Cockey

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

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