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From: Kathleen Hollington <kholling@nrn1.NRCan.gc.ca>
Date: Sun, 6 Sep 1998 07:35:43 -0400 (EDT)
Subject: 4x4 Books

While in Boston on a trip last week, and having LR withdrawal symptoms

book at the Borders bookstore.  It's called CLASSIC 4X4s, by Jim Allen
(isbn 0-7603-0340-1).  Although its focus is mainly on the North American
marques, since the origins of 4x4 (Dodge, Jeep, International Harvester,
Chev & GMC, Ford), there is a fairly long section (17 pages) on Land Rovers
which is well done and reasonably accurate and complete (dealing mainly
with Series vehicles).  There's also a section on Toyota and Nissan
(Land Cruiser and Patrol), as well as a chapter on oddities like the 
Austin Champ and Gypsy.  I found the book very well done (1997) and it
has charts in the back where the author rates the various vehicles
on driveability, investment potential and parts availability.  Series IIA
score very high in his book in most categories, as do the Land Cruisers
(FJ40).  Anyways, just thought I'd mention the book to others who may
be interested to read about the fairly rich history of 4x4 vehicles,
both native and imported to North-America, and the relative place of the
Land Rover Series vehicles in this field.
The book also has a Classic and Collectible 4x4 price guide, as well as
lists of suppliers which looked fairly complete, based on the LR dealers
listed.
-- 
Robert St-Louis -- OTTAWA/CANADA -- '68 IIA SWB LR -- 
  kholling@nrn1.nrcan.gc.ca.NOSPAM (remove NOSPAM when replying)

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From: Frankelson@aol.com
Date: Sun, 6 Sep 1998 08:18:26 EDT
Subject: Re: Red Dwarf (No LR content)

In a message dated 06/09/98 08:24:39 BST, you write:

<< Yes, I am a fan of Tom Bakers' Dr. Who, as well. >>

What about,  Patrick Troughton, John Pertwee, Peter Davison, William Hartnell,
and the others WHO (g) I can't think of at the moment??

BTW, I saw Craig Charles in Manchester the other day, we crossed on the stairs
in a TV office.
Asked him THE question and he said 'That's the 18th trillion time I've heard
that question' grinned and took off.

Best Cheers

Frank
             +--+--+--+   	        
            I !__|  [_]|_\___   
            I ____|”_|"__|_ | /   B791 PKV - Bronze Green 110
            "(o)======(o)"

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From: Frankelson@aol.com
Date: Sun, 6 Sep 1998 08:18:05 EDT
Subject: Re: Hi frank!

In a message dated 06/09/98 00:39:43 BST, you write:

<< Seems to me that his peers should have drawn the line much ealier,
 instead of leaving the unpleasent job to the tv stations and gutter
 press. >>
Adrian,

Morally, I have a problem in that., while we expect politicians to lie, we do
not expect them to be caught. He lied, he was caught, he has to go.

Profesionally, I'm a journalist and I wish I was right in the middle of it all
now - it's wonderful!!!!

I missed Watergate, left the Washington Post in February 1973, perhaps the
only regret of my life!!

Best Cheers

Frank
             +--+--+--+   	        
            I !__|  [_]|_\___   
            I ____|”_|"__|_ | /   B791 PKV - Bronze Green 110
            "(o)======(o)"

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From: Frankelson@aol.com
Date: Sun, 6 Sep 1998 08:18:24 EDT
Subject: Re: Exhaust manifold refit question

In a message dated 06/09/98 02:53:26 BST, you write:

<< suspenders-and-belt type (yes, I mean Binders in the UK >>
??
we say 'Belt and braces' in my part of the UK, braces being what the Yuppies
wear, in red , over their striped shirt. A Binder is what you keep your
magazine's in...

(can't you tell it';s Sunday mornign etc)

Best Cheers

Frank
             +--+--+--+   	        
            I !__|  [_]|_\___   
            I ____|”_|"__|_ | /   B791 PKV - Bronze Green 110
            "(o)======(o)"

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From: Frankelson@aol.com
Date: Sun, 6 Sep 1998 08:18:23 EDT
Subject: Re: secret low cost rover upgrade

In a message dated 06/09/98 02:44:49 BST, you write:

<< A weed whacker is a powered weed
 cutter.  It might even be a trademark.  It has nylon string on the end of
 a stick, which spins round and cuts weeds,  >>
That's a Strimmer in the UK......(LR content, I carried mine homne from B&Q in
the back of my 110)

Can't you tell it's Sunday morning and I'm all dressed up , not allowed to get
dirty before we go to the in-laws for lunch??)

Best Cheers

Frank
             +--+--+--+   	        
            I !__|  [_]|_\___   
            I ____|”_|"__|_ | /   B791 PKV - Bronze Green 110
            "(o)======(o)"

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From: Frankelson@aol.com
Date: Sun, 6 Sep 1998 08:18:06 EDT
Subject: Re: Hi frank!

In a message dated 06/09/98 00:39:43 BST, you write:

<< Seems to me that his peers should have drawn the line much ealier,
 instead of leaving the unpleasent job to the tv stations and gutter
 press. >>
Adrian,

Morally, I have a problem in that., while we expect politicians to lie, we do
not expect them to be caught. He lied, he was caught, he has to go.

Profesionally, I'm a journalist and I wish I was right in the middle of it all
now - it's wonderful!!!!

I missed Watergate, left the Washington Post in February 1973, perhaps the
only regret of my life!!

Best Cheers

Frank
             +--+--+--+   	        
            I !__|  [_]|_\___   
            I ____|”_|"__|_ | /   B791 PKV - Bronze Green 110
            "(o)======(o)"

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From: trowe@ibm.net
Date: Sun, 06 Sep 98 08:26:12      
Subject: Re: New Tires needed

David Scheidt wrote:

> On Sat, 5 Sep 1998 trowe@ibm.net wrote:
> > I need tires that will fit narrow rims as I have the two piece 16" rims. The

    apealing thing about the Avon's is that they are available in 6ply which is 
about
    the most I want to put on a Lightweight.
    Anyone know of some other suitable tires out there available in Load Range C
>>  (or 6ply)?
> How narrow is narrow?  BFGoodrich sells a 215/70R16 All-terrain, suitable
  for rims 5.5 to 7.0 inches in width.  The 7.50R16 Trac-edge, is also
  suitable for 5.5 to 7 inch rims.  
>>  (or 6ply)?

If memory serves me (always a question) the two piece rim is 5.5". Are the 
tires you 
mention available in 6ply rating? Oh, and with the two piece rims, I'd prefer 
tube-type tires which are getting harder to find.
I may just end up getting some multipurpose tires and put them on my regular 
16" rims 
and get some good off-road tires for the two-piece rims later.

Tom Rowe
Madison, WI
trowe@ibm.net

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

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From: trowe@ibm.net
Date: Sun, 06 Sep 98 08:32:06      
Subject: Re: Exhaust manifold refit question

NADdMD@aol.com inquires:
> What kind of joining compound can be used to remount the exhaust manifold? Is
> RTV ok?  Use the same stuff on inlet joint washers or leave them plain?

I use Bostik NeverSeeze. They have several grades. The regular one is fine, 
although 
currently I'm using the nuclear grade which contains nickle, but nickle is 
toxic so 
you need to be more careful with it. NeverSeeze is available at most bearing 
supply 
houses, and if you have access to a pipe supply house, you might try there 
also. I 
used it alot when I was a pipe weldor/fitter. International Harvester tractor 
dealers 
cary it relabled as IH.

It's good for things like manifold gaskets. But where it really is great is on 
the 
studs. I use it on every external threaded fastner on my LR, including wheel 
studs.
Spark plug threads are anopther good place, as are injector nozzles. It is a 
good 
conducter of heat so it's fine to use those places. It also conducts 
electricity, so 
it works fine on spark plugs.

I keep two cans, one for bolts where I may get contaminates (like bits of sand) 
on 
the brush, and one for clean things like manifold gaskets and spark plugs where 
I 
want uncontaminated mating surfaces.

Oh, it's realy hard to get off your hands.

Tom Rowe
Madison, WI
trowe@ibm.net

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

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From: David Scheidt <david@infocom.com>
Date: Sun, 6 Sep 1998 09:14:13 -0500 (EST)
Subject: Re: New Tires needed

On Sun, 6 Sep 1998 trowe@ibm.net wrote:

> > How narrow is narrow?  BFGoodrich sells a 215/70R16 All-terrain, suitable
>   for rims 5.5 to 7.0 inches in width.  The 7.50R16 Trac-edge, is also
>   suitable for 5.5 to 7 inch rims.  
> >>  (or 6ply)?
> If memory serves me (always a question) the two piece rim is 5.5". Are the 
tires you 
> mention available in 6ply rating? Oh, and with the two piece rims, I'd prefer 

They are both radial tires; I don't know what the equivelent rating is.  I
pre sume it is a measure of load-carrying ability?  The all-terain is load
range C, I think.  The trac-edge is D.  If you are using it as a measure
of the flexability of the sidewalls, things have changed in the last 20
years.  Radial tubes for 750X16 are not terriably hard to find, try at
truck tire places.

David

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From: "Vel Natarajan" <vel@enteract.com>
Date: Sun, 6 Sep 1998 09:18:14 -0500
Subject: Was bleeding brakes and - whoops!

I was in the process of bleeding my brakes, and whilst trying to loosen the
bleed nipple on the rear brake, I sheared off the nipple.  It seems to
not leak any fluid, but I'm sort of hosed when it comes to doing the job
that I intended to do.

What's the best way to remedy this?  I assume I'll need to remove the rear
hub to get an easy-out in there and replace the threaded portion of
the nipple that's stuck in there...

(Anyway, I bled the other side and have SOME pedal resistance now.  It will
stop if I push the pedal all the way to the floor and double-pump it.
Not a thing I want to have on a daily driver.)

Thanks for any help you can provide.

Vel Natarajan
65 SIIA 88"

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From: SPYDERS@aol.com
Date: Sun, 6 Sep 1998 10:26:09 EDT
Subject: Re: Where's the bang?

In a message dated 9/6/98 4:12:55 AM, you wrote:

<<I engage 4wd hi or lo  quite often under high loads on hills without
locking the front hubs.  Also on tarmac it does not damage the tranny.
<<I engage 4wd hi or lo  quite often under high loads on hills without

If you don't mind my asking, what then is the point of engaging *4wd*, hi or
lo, if the hubs aren't locked? Wouldn't it be redundant at that point? Just
curious...

Like the collective group of people that can't find the bang, I also fail to
see where unlocked hubs will transmit stresses back up the drivetrain; the
only thing I can see is:

With the hubs unlocked, the propshaft, diff and halfshafts (forward) aren't
rotating in 2wd, they are just there. When 4wd is engaged (still unlocked),
the center diff applies power to the front propshaft which was stationary
until that point, and a sudden application of power may cause a
banging/crunching noise in the xfer case until the front propshaft has been
brought up to rotational speed. Having the front hubs locked when engaging 4wd
would mean that the halfshafts, diff and propshaft would already be rotating
at a speed close to the centerdiff and rear propshaft (except if you are
spinning the rear tires and Treading Unlightly) and engaging it would be less
of a bang. 's that right? Or not?

--pat.

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From: SPYDERS@aol.com
Date: Sun, 6 Sep 1998 10:41:34 EDT
Subject: Re:  Re: New Tires needed

In a message dated 9/6/98 10:15:31 AM, you wrote:

<<The trac-edge is D.  If you are using it as a measure
of the flexability of the sidewalls, things have changed in the last 20
years.  Radial tubes for 750X16 are not terriably hard to find, try at
truck tire places.>>

Depends what size your Trac Edges are (the load range, that is)... mine are
*E*, in 245/75 R 16. I think I've also seen a Trac Edge in *C*, but can't
remember if I'm confusing it with something else...

I'm using Michelin Radial Tubes in them, got them from a tire store that
specializes in Medium Duty/City trucks and fleet service. He knew why I wanted
*those tubes*, and was glad to help...

--pat.

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From: David Scheidt <david@infocom.com>
Date: Sun, 6 Sep 1998 10:00:44 -0500 (EST)
Subject: Re:  Re: New Tires needed

On Sun, 6 Sep 1998 SPYDERS@aol.com wrote:

> Depends what size your Trac Edges are (the load range, that is)... mine are
> *E*, in 245/75 R 16. I think I've also seen a Trac Edge in *C*, but can't
> remember if I'm confusing it with something else...

I was refereing to the 750X16 trac edge, which is the only only one that
fits narrow rims.  According to the data sheet I have, there is a
LT235/75R15 which is load range C.  

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From: Dan & Sally Cantwell <dcantwel@cgo.wave.ca>
Date: Sun, 06 Sep 1998 11:09:59 -0400
Subject: Re: Where's the bang?

  The way that I read Arts' original post was that driving in 4 low, with the 
hubs
disengaged only has the power to the rear wheels, thus you have more torque on
your rear halfshafts because the front end isn't helping to pull you along. I
think the bang that Art was referring to was the snapping of a rear half-shaft
because of the extra load being applied to them. Obviously not happening at the
same time as 4 low being engaged, just a lot sooner than if you were running all
locked up.
   Well that's my .02 worth.
Dan.
'61 SII 88 HT

SPYDERS@aol.com wrote:

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From: jimfoo@uswest.net
Date: Sun, 06 Sep 1998 09:30:07 -0700
Subject: Re: Was bleeding brakes and - whoops!

Vel Natarajan wrote:
> I was in the process of bleeding my brakes, and whilst trying to loosen the
> bleed nipple on the rear brake, I sheared off the nipple. 

 
> What's the best way to remedy this?  I assume I'll need to remove the rear
> hub to get an easy-out in there and replace the threaded portion of
> the nipple that's stuck in there...

If an easy-out doesn't work you can drill the entire nipple out,
rethread it, and put in a nipple with a larger diameter. Most larger
auto parts stores carry replacement nipples. You just want to check that
the new nipple is sufficiently large compared to the old one, so that
when you drill it out, all the old threads are removed.

Jim Hall 
Elephant Chaser 1966 88"

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From: lndrvr@ldd.net (BRIAN WILLOUGHBY)
Date: Sun, 6 Sep 1998 10:48:18 -0500
Subject: Clinton, Perot and Land-Rovers

We Americans did have another choice.  We could have elected Ross Perot. 
Perot is an avid Land-Rover fan and owner; in fact, he supposedly owns a
few dozen (everyone knows he has the money to do so.)  Bill Clinton, on the
other hand, owned an AMC Gremlin when first campaigning for governor in
Arkansas and he now owns a restored '64 Ford Mustang (I don't count the
Cadillac limos as his--they're government property.)  Now who would you
rather have running the country?

With tongue in cheek,

Brian

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From: David Scheidt <david@infocom.com>
Date: Sun, 6 Sep 1998 10:49:39 -0500 (EST)
Subject: Re: Was bleeding brakes and - whoops!

On Sun, 6 Sep 1998, Vel Natarajan wrote:

> What's the best way to remedy this?  I assume I'll need to remove the rear
> hub to get an easy-out in there and replace the threaded portion of
> the nipple that's stuck in there...

If you are into contortations, you might be able to do this in place.  I
managed on my 88 once.  Next time, I'll just buy a new wheel cylinder.

> (Anyway, I bled the other side and have SOME pedal resistance now.  
> It will stop if I push the pedal all the way to the floor and
> double-pump it. Not a thing I want to have on a daily driver.)

You can try bleeding the brake by loosening the pipe.  That may not work
if you have lots of air trapped in that cylinder.  A presure bleeder is
really handy for this.

David

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From: "Bill Fishel" <bfishel@cisnet.com>
Date: Thu, 3 Sep 1998 21:33:24 -0400
Subject: Re: That Series bellhousing

----------
> From: BwanaE@aol.com
> To: bfishel@cisnet.com
> Subject: That Series bellhousing
> Date: Sunday, September 06, 1998 8:59 AM
> Hi Bill,
> I'd like to claim it please.... the NADA 6-cylinder in my '67 LWB is

finally
> worn out, and I'm going to replace it with a 2 1/4, 4-cyl. To do this I
need
> the 4-cyl bellhousing to mate to my gearbox. So pleeeaaaseee!
> Let me know , and I'll send money for shipping to N. Calif.
> Thanks, Eric.
> Date: Sunday, September 06, 1998 8:59 AM
> Hi Bill,

Hi Eric 
It's all yours
There is a rusty bracket for the clutch slave cylinder. I'll send it too.
You can decide if it's any good.
Don't send any money now, just a shipping address. It'll be a couple days
before I get it sent out to you. Probably early next week.

Bill Fishel

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From: DONOHUEPE@aol.com
Date: Sun, 6 Sep 1998 12:09:42 EDT
Subject: Why you love bill

Adrian Redmond wrote: "Maybe his political opponents should also respect
the result of the election..."

We are seeing the sad spectacle of sore losers reaching a new low.

It can be expected that, given the time and money to investigate a
background as thoroughly as has Starr, serious flaws could be found in
almost any political leader.  Bubba's opponents will some day surely
suffer the consequences of having established such a vindictive precedent.
The real losers will be the people of the United States.

When that day comes, perhaps I will move to Denmark and open a Land Rover
garage on the Holger Danskewej.

Paul Donohue

"To win elections, politicians generally place the short term desires of
ill informed constituents over the long term national interests."
Homer Lea, 1911

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From: "Franklin H. Yap" <FHYap@ix.netcom.com>
Date: Sun, 06 Sep 1998 09:12:17 -0700
Subject: Re: New Tires needed

SPYDERS@aol.com wrote:

> Depends what size your Trac Edges are (the load range, that is)... mine are
> *E*, in 245/75 R 16. I think I've also seen a Trac Edge in *C*, but can't
> remember if I'm confusing it with something else...
> I'm using Michelin Radial Tubes in them, got them from a tire store that
> specializes in Medium Duty/City trucks and fleet service. He knew why I wanted
> *those tubes*, and was glad to help...

You got Michelin tubes!  What's the name/phone number of the store?  The one 
truck
tire store I found with Michelin tubes couldn't get them that size.

Frank

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[digester: Removing section of:  Content-Type: multipart/mixed; ]
From: Art Bitterman <artbitt@rmi.net>
Date: Sun, 06 Sep 1998 10:39:13 -0600
Subject: Re:4wd Bang

OOOPS!!

Ok, I stand (or actually sit)corrected!!!

I was told (or read) that one should never engage 4wd when front hubs
were unlocked. Threats of dire circumstances and parts flying out of
gearbox/tranfers case at high speeds.

Guess I picked up some bad info and passed it on!

Art

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From: Faye and Peter Ogilvie <ogilvi@hgea.org>
Date: Sun, 06 Sep 1998 07:26:09
Subject: Re:4wd Bang[multipart mime alternative 6 lines deleted.]

Art
	You probably got good advice.  The consequences may not just be 
immediate
or happen every time.  In low range with disengaged hubs, you can put a
tremendous amount of torque load on the rear axles with an inadvertant slip
of the clutch.  Instead of having the stress spread over 4 shafts it is
taken by only two.  Its one of those things that you shouldn't do but may
survive occasional inadvertent action.

Aloha Peter 

At 10:39 AM 9/6/98 -0600, you wrote:

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From: Russ Wilson <rwwilson@mho.net>
Date: Sun, 6 Sep 1998 10:35:26 -0700 (PDT)
Subject: Re: Was bleeding brakes and - whoops!

I sheared off the nipple. What's the best way to remedy this?
Replace the whole wheel cylinder.  Replacing the bleed nipples is a major
pain.

Russ Wilson
Leslie Bittner

"That's just my opinion; I could be wrong...."
				Dennis Miller

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From: CIrvin1258@aol.com
Date: Sun, 6 Sep 1998 14:21:25 EDT
Subject: Re: Red Dwarf (No LR content)

Frank,

Here in L.A., they haven't shown too many episodes of Dr. Who, which starred
the others that played The Doctor. I've glanced at a few - but only a very
few. The episodes that had Tom Baker, were the only real ones that made it
over here, and that was a good 15 years ago! The local PBS station (public
telivision) has shown more recent episodes of late, but they keep changing the
air times - as they did with Red Dwarf. (6:00 P.M. one week, 3:00 A.M. on a
different day, the next week!) Gets kinda tiring trying to keep up with it.
May as well start buying them on video (the entire series can be bought - if
you've got the cash, but 30+ years of Dr. Who episodes should cost quite a
penny), but then you have to ask " Is it really worth it?" AbFab, Bean, and
Red Dwarf are, since there aren't too many tapes.

There should really be a game called Better Than Life!

Charles

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From: Joseph Broach <jbroach@selway.umt.edu>
Date: Sun, 6 Sep 1998 12:30:49 -0600
Subject: Sidney's story

When I was 14 years old, I was bitten by the Rover bug (via Dixon and
TerriAnn in the earliest days of the LRO list). On my fifteenth b-day, my
parents and I found Sidney, a '67 IIa 88 petrol that needed lots of work,
but had lots of things going for it, too. With only 106,000 miles, the
engine still ran great and the P.O. had found a safari top and recently
installed it. Over the next three years Sidney got to play only
occasionally, pulling a trailer, hauling home the Christmas tree, or in the
odd TN snow. This summer, though, after high school graduation, all of that
changed...

I sold the Saab I had been driving and w/ that money, along with massive
amounts of both enthusiasm and ignorance, I began to tear Sid down to the
frame. Over the course of the next 3 months, I assessed every component to
the best of my ability, and repaired or replaced as necessary, given my
time constraints. I did everything that I could myself, including painting
the beast Camel Yellow inside and out (thanks to Alan Richer). The entire
process was extremely rewarding (not to mention fun), and my friends even
got in on the action, again revealing the strange magnetic pull of Land
Rovers. Proving the theorem that "work expands to fit time allotted," we
hurriedly finished the day before I was to leave Tennessee for the
University of Montana in Missoula...

A few short test drives and adjustments later I left for Missoula on a 2400
mile "shake down" cruise. My parents followed in a supprt (rental) car in
case of trouble. The first day took us from Knoxville to somewhere in
Kentucky. No real problems to speak of, although it took some adjustments
on my part with the new 235/85 16's (from the old 15's). Steering is much
more vague, and the higher gearing demands a shift out of OD for any hill.

The next day brought the first problem. All of a sudden Sid started jerking
as the engine seemed to be dying or missing badly. We pulled into a gas
station and Sid idled normally. Popping the hood revealed that the vacuum
advance had popped off at the carb. With a spare fuel hose clamp, I secured
the line better, and after a few minutes we continued on our way. About
five miles down the road, the problem recurred, only this time more
violently, feeling like a complete shutoff of either fuel or spark. After
coasting into a field, I looked around for trouble but found no signs. The
only thing that came to mind was vapor lock, as it was extremely hot and
the tank was down to about a quarter. I thought that maybe just cooling off
a minute would help, and I was right after about 15 minutes it restarted
and we decide to try to make it to the next town. The incidents grew more
frequent over the final 5 miles into town until Sid finally died for good
in someone's driveway. The only thing we could think to do was to put some
more gas in and see if maybe the gauge was wrong and Sid was almost empty.
A gallon of gas got us going and a subsequent fillup revealed the gas gauge
had been fine. From that point on, we never let it drop below a 1/3 of a
tank, and the problem never recurred.

The rest of the trip went slowly but with no further trouble, an amazing
feat for a 31 year old vehicle w/ original engine and drivetrain. A series
of followup questions will follow. Thanks for all the help and guidance
throughout the restoration. I could never have done it without you!

regards,
joseph & sidney

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From: Joseph Broach <jbroach@selway.umt.edu>
Date: Sun, 6 Sep 1998 12:36:25 -0600
Subject: Zenith carb q's

Sidney had a 2bbl Holley before the restoration, and started hot or cold
almost instantly and without touching the gas. Now, with the correct Zenith
36IV, hot starts require lots of cranking (4-5 seconds) and a push of the
accelerator. Is this just common Zenith behavior, or is there something
wrong here. It also has trouble idling after a warm start, and cold starts
are nothing to brag about. Would an adjustment of the idle volume screw
help?

-joseph and sidney
Missoula, MT

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From: CIrvin1258@aol.com
Date: Sun, 6 Sep 1998 14:40:32 EDT
Subject: Fwd: Palo Alto * 1998

Well...if I can replace the valve stem seals on my 109 fast enough, I'll see
those attending.

Charles

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From: Dale Smith <smithdv1@yahoo.com>
Date: Sun, 6 Sep 1998 12:23:11 -0700 (PDT)
Subject: Re: Hi frank!

---Frankelson@aol.com wrote:
 He lied, he was caught, he has to go.

The shortest and probably best opinion yet. Why don't we leave at that
and go back to lying about how good our trucks our...;-)
Smitty

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From: Dale Smith <smithdv1@yahoo.com>
Date: Sun, 6 Sep 1998 12:26:01 -0700 (PDT)
Subject: Re: Exhaust manifold refit question

---Frankelson@aol.com wrote:
 In a message dated 06/09/98 02:53:26 BST, you write:
 << suspenders-and-belt type (yes, I mean Binders in the UK >>
 ??
 we say 'Belt and braces' in my part of the UK, braces being what the
Yuppies
 wear, in red , over their striped shirt. A Binder is what you keep your
 magazine's in...
 
 (can't you tell it';s Sunday mornign etc)
 Best Cheers
 Frank

I thought suspenders were something else in the UK, but then again it
is Sunday. Nevermind.
Smitty

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From: Steve Rochna <75347.452@compuserve.com>
Date: Sun, 6 Sep 1998 16:05:23 -0400
Subject: Fire... or lack thereof

The new engine went in last night but would not light off this afternoon. 
The coil worked fine on Thursday when I started taking thing apart and is
now getting a good 12 volts.  The distrubutor on the new eng is a Ducellier
(made in France!!) and was pre mounted.  The condenser has a short wire
which I connected to both terminals on the coil with no luck (not at the
same time).

Has anybody had any experience with this type of thing?  I put on my old
distributor aligned same as the new and got sparking but with fire both out
the exhaust and carb.  I also found during the dist. swap half of a mating
ring that goes under the dist. pretty chewed up.  I'm wondering what
happened to the other half and will be pulling the pan as soon as I get it
running.

It appears that the dist. can only go in two ways which oppose 180 out. I
tried reversing the thing with the same results.  Is it possible that the
timing chain might have jumped a tooth or more if the cam got jammed with
the busted ring?

Just to complicate things there is no timing mark on the pulley.

Steve - sitting with mind blown

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From: SPYDERS@aol.com
Date: Sun, 6 Sep 1998 17:45:37 EDT
Subject: Re: New Tires needed

In a message dated 9/6/98 12:14:37 PM, you wrote:

<<You got Michelin tubes!  What's the name/phone number of the store?  The one
truck
tire store I found with Michelin tubes couldn't get them that size.>>

Liberty Tire in Davie/Ft. Lauderdale on HWY 441/St. Rd 7. Try information area
code 954...

They are a Michlin (only) Tire store, so maybe they had more oomph in getting
them. They opened a book, asked me what size and as we looked down at the
various options, there it was: "Land Rover 110" and it listed the OEM tire,
the Michelin 4x4 "X" with tubes, so he ordered me the same tubes... got them
in less than 5 days.

--pat

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From: SPYDERS@aol.com
Date: Sun, 6 Sep 1998 17:47:11 EDT
Subject: Re:  Re: New Tires needed (2)

In a message dated 9/6/98 12:14:37 PM, you wrote:

<<You got Michelin tubes!  What's the name/phone number of the store?  The one
truck
tire store I found with Michelin tubes couldn't get them that size.>>

or you could try the local LR dealer. They have to carry them* since they were
OEM parts on 110s.

--pat.

*or at least be able to get them.

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From: Adrian Redmond <channel6@post2.tele.dk>
Date: Mon, 07 Sep 1998 00:27:09 +0200
Subject: My last word on Bill...

Having turned this pub into a political debating society for the last
week with my Bill C. thread - here's my last thought on the matter -

As so many have pointed out - this is not about sex on the oval office
carpet, but about trusting our leaders. Trust is the foundation of
democracy.

However - the major weakness of democracy is that whoever you vote for -
the chances are that the winner will be a politician...

Back to rovering! (I'd prefer grease to oil anyday)

:-)

Adrian Redmond

CHANNEL 6 TELEVISION DENMARK       (Adrian Redmond)
Foerlevvej 6  Mesing  DK-8660  Skanderborg  Denmark
telephone (office)		    +45 86 57 22 66
telephone (home)		    +45 86 57 22 64
telefacsimile / data		    +45 76 57 24 46
mobile GSM (EFP unit)		    +45 40 74 75 64
mobile GSM (admin)		    +45 40 50 22 66
mobile NMT			    +45 30 86 75 66
e-mail			     channel6@post2.tele.dk
HoTMaiL (www.e-mail)	channel6denmark@hotmail.com

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From: Frankelson@aol.com
Date: Sun, 6 Sep 1998 18:38:23 EDT
Subject: Re: Sidney's story

In a message dated 06/09/98 19:31:17 BST, you write:

<<  Thanks for all the help and guidance
 throughout the restoration. I could never have done it without you! >>
Joseph,
thanks for sharing that with us. Second best thing to driving a Land Rover is
reading about one being driven... good on yer

Best Cheers

Frank
             +--+--+--+   	        
            I !__|  [_]|_\___   
            I ____|”_|"__|_ | /   B791 PKV - Bronze Green 110
            "(o)======(o)"

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From: Frankelson@aol.com
Date: Sun, 6 Sep 1998 18:38:26 EDT
Subject: Re: Exhaust manifold refit question

In a message dated 06/09/98 20:24:33 BST, you write:

<< I thought suspenders were something else in the UK, but then again it
 is Sunday.  >>

you mean what girlies wear to hold up their sheer nylo...........aaaaargh??

Best Cheers

Frank
             +--+--+--+   	        
            I !__|  [_]|_\___   
            I ____|”_|"__|_ | /   B791 PKV - Bronze Green 110
            "(o)======(o)"

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From: Frankelson@aol.com
Date: Sun, 6 Sep 1998 18:38:25 EDT
Subject: Re: Hi frank!

In a message dated 06/09/98 20:21:49 BST, you write:

<<  lying about how good our trucks our...;-) >>

Dale,
yesterday my 110 caufght a fish that was TH...iiiiiii..... SS big.
Is that what you mean?

Best Cheers

Frank
             +--+--+--+   	        
            I !__|  [_]|_\___   
            I ____|”_|"__|_ | /   B791 PKV - Bronze Green 110
            "(o)======(o)"

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From: IBEdwardp@aol.com
Date: Sun, 6 Sep 1998 19:48:14 EDT
Subject: Re: Sidney's story

Good going, Joseph! Please keep us posted on how you and Sidney are doing. Ben
Nibali and I are planning to pick up the chassis this week. It will be here
for whoever needs it. Good luck.

Ed Bailey

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From: SPYDERS@aol.com
Date: Sun, 6 Sep 1998 19:58:13 EDT
Subject: Re:  My last word on Bill...

In a message dated 9/6/98 6:28:55 PM, you wrote:

<<Having turned this pub into a political debating society for the last
week with my Bill C. thread - here's my last thought on the matter ->>

Yeah, Adrian, *BillC* may have a word with you 'bout that, personally...  ;-)

hehehe.

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From: "david hope" <davidjhope@email.msn.com>
Date: Sun, 6 Sep 1998 19:31:46 -0500
Subject: Tappet adjustment

I must warn you that this post has no political content at all.

Adjusted the tappets today, aiming for the elusive 10/thousands" gap, albeit
with a cold engine.  Working with an air temp. of 100 F. I don't need a hot
engine as well.

Anyway I made the adjustments - several had much wider gaps - and double
checked my work.  Now the engine has a distinctive rattle.  Two questions:

1. does this mean that some of the tappets are too tight and should be
adjusted immediately.

2. is it wiser to err on the loose side rather than make them too tight.

Before I started the engine was sweet and nearly silent at tickover,
although it was pretty noisy when put under pressure - say climbing a hill.

David Hope
64llA

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From: "Franklin H. Yap" <FHYap@ix.netcom.com>
Date: Sun, 06 Sep 1998 21:06:03 -0700
Subject: Re: New Tires needed (2)

SPYDERS@aol.com wrote:

> or you could try the local LR dealer. They have to carry them* since they were
> OEM parts on 110s.

Thanks.  I thought I did ..  and couldn't get them.  I even tried Michelin
directly .. no luck.

Frank

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From: "Wolfe, Charles" <CWolfe@smdc.org>
Date: Sun, 6 Sep 1998 23:14:24 -0500
Subject: Intermediate Exhaust pipe hanger  109 2 door

Where is the hanger for the intermediate pipe on a 109 PU supposed to
connect to the frame?

On my 109 SW it connects to a bracket that is welded to the back of the
outrigger that is in front of the left rear wheel.  My 109 PU is on a
frame that was rebuil in Wellsboro PA and it does not have this bracket.
I am trying to figure out if it is missing the above mentioned bracket
or there is some other way to hang the intermediate pipe in a 2 door 109
PU.

If the bracket should be there and is not, any suggestions as a good way
to hang the pipe that would be longlasting etc.

Thanks

Cwolfe

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From: "Wolfe, Charles" <CWolfe@smdc.org>
Date: Sun, 6 Sep 1998 23:17:24 -0500
Subject: Dynamat on the seat box and front floors

I am thinking of doing some soundproofing and am leaning towards using
Dynamat.  I would appreciate any comments of people who have had some
experience with this product.

One of my concerns is how to apply the material and still  have ready
access to the bilateral fuel tanks and to be able to remove any floor
panel when necessary.

What are your opinions of the use of Dynamat in a rover?  Any tips for
installation would be greatly appreciated.

Thanks
cwolfe

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From: "Christopher H. Dow" <dow@thelen.org>
Date: Sun, 06 Sep 1998 21:47:35 -0700
Subject: Re: Manifold coatings

Um, I used Rustoleum Barbeque paint.  Still going after a year...

C

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From: "Piet Fourie : pah@saao.ac.za" <pah@saao.ac.za>
Date: Mon, 7 Sep 1998 07:29:13 +0200 (SAT)
Subject: Re: Where's the bang?

> <<I engage 4wd hi or lo  quite often under high loads on hills without
> locking the front hubs.  Also on tarmac it does not damage the tranny.

The reason for engaging 4wd lo is to get the lower gear ratio which will
enable me to get up the hill. The road does not warrant 4wd but is so 
steep that the vehicle does not want to do it in high range. It is also
handy to have 4wd lo and not locking the front hubs if you have to drive
with a heavy load etc on a tarmac road.  You have the power and no wind-up
can occur.
I do not switch to low range with the vehicle moving, I rather stop and
then change, that could explain why I have never heard a bang as the slack
is tacken up.
Piet
1955 S1 Permanent lock hubs
1975 S3 lockable hubs (just sold it.)
1980 RR

P.A.H. Fourie   ( pah@saao.ac.za )
South African Astronomical Observatory.
P.O. Box 25 Sutherland 6920 South Africa.
Tel 023 5711135. Fax 023 5711413

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From: GElam30092@aol.com
Date: Mon, 7 Sep 1998 02:24:10 EDT
Subject: Portland ?

Portland was excellent.  

I'm not sure of the final count, but I think it was around 160 Land Rovers.

Met some great people, missed some of those that I wanted to meet, spend a
little money, etc.

(The following is strictly my opinion, feel free to disagree!)
Most interesting rig:  Mike Fredette's (sp?) Forward control with the powered
trailer.  
Most interesting motor:  there was a Nissan diesel conversion that looked like
it would be a hell of a motor.  One Iron Duke too.  One or two other
variations.  There was also an all-electric   I think David Walker spend some
time with that one so maybe he can give us some details.  Bean Toad looked
great and David seemed to have a lot of interest and took time to explain his
kits.
Best restored:  (?)  What's the name of the gentleman who restored the Series
I?  Gwynn?  Jim?   What a piece of work.  What craftsmanship!   

Maybe someone can post the winners of the classes?  

Great Dormobiles too.  Easily my favorite LR!   (No TAW, I won't commit to
driving up next year!  I'm always short of time, money or knowledge and can't
predict where I'll be in a year!  

Later.....
Gerry Elam
PHX AZ
 

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From: "Christopher H. Dow" <dow@thelen.org>
Date: Mon, 07 Sep 1998 00:11:55 -0700
Subject: Trip Report:  Rubicon Trail (LONG)

I'm sending this to all four lists because I think there are interested parties
on all of them and not 100% overlap, so apologies if you get this multiple
times.

Last Thursday-Saturday we ran the Rubicon Trail with some friends.  Attendees
were:

Amy Fritsche:		Jeep CJ7
Darvin Miller:		Toyota Land Cruiser FJ40
John Lattyak:		Toyota Land Cruiser FJ40
Holly Day:		Toyota Land Cruiser FJ40
Durland Miller:		Toyota Land Cruiser FJ40
Leslie Dow (aka TMS):	'97 Land Rover D90 Soft Top
Charles Morris:		'97 Land Rover D90 Soft Top
Chris Dow:		'65 IIA 88" Station Wagon
Tami Coward:		'98 Mountain Bike
Karen ????:		'98 Mountain Bike

The FJ40s are some of the finest examples of that breed.  All had power
steering, nice lifts (some suspension, some body & suspension).  Some had 35"
tires and others 33".  The CJ7 was again a very fine example of that breed. 
Charles' D90 has SG steering pro, DR sill pro, and the DR suspension.  TMS's D90
has a front skid plate (BP) and DR quarter-panel pro, while the sill pro was yet
to be installed (UPS mangled the boxes in which they were shipped and some
mounting hardware was lost, so she just went without sills).  The IIA has fairly
new leaf springs and military shackles for a lift.  Also, it was running with
Michelin XCLs (which are quite useful for some types of rock crawling).

We decided to run the trail in three days with one day of rest in the middle. 
The idea was to get to Buck Island Lake and camp, then spend the next day
dealing with vehicles, playing, and resting, then finish the trail on the third
day.

Charles and I originally miscommunicated about the date so, he ended up meeting
us at Buck Island Lake on the second day.  

We all met up at Loon Lake on Wednesday night.  The drive up had been a bit
hairy for me because the IIA's temp was running between 90-98(!!)C in the
central valley.  We stopped at least once to let things (engine and outside air
temp) cool down before proceeding.  This was never a problem on the trail,
though.  

On Thursday morning, we woke up, ate breakfast (ummmm...pop tarts....), packed
and headed out by 10:00 AM.  We immediately came upon the obstacle which took
the most time to pass (I actually believe this is the hardest obstacle we did on
the trail).  It is a 90-degree turn in a 3-feet-deep "V" and almost every
vehicle became cross-axled.  Two or three vehicles were able to get through with
no more than spotting (Darvin didn't even need a spot!).  The IIA eventually
ended up getting pulled through that one (even though it had made it two years
before), but that was only after a 25-minute ignition debug session--the vehicle
just went dead in the middle of the trail!.

20 yards down the trail from the first obstacle, the IIA went dead again.  This
time, I was able to track the problem to my hack fix of bypassing the voltage
regulator when I converted the car from a Lucas generator to a Delco
alternator:  two wires were joined by sliding one female spade connector into
the sleeve of another.  This had worked fine for almost two years of mostly
on-road driving, but the Rubicon was too much for it (Does this make me Chris
Dow:  Archduke of Darkness?)   A leatherman and some electrical tape fixed that
right up.

40 yards down the trail from *that*, I follwed Durland's FJ40 over some rocks
and immediately got cross-axled in both directions.  The net result was that I
needed a tug *back* from that one.  In the process of pulling me out, the
locking mechanism on my Fairy locking hubs was broken off.  So, I went another
10 yards down the trail and we stopped to see what we could do.  The consensus
was to take the locking gear out of the broken mechanism, stick it in the hub,
and secure it in place with some wire wrapped around the hub nuts.  The wire was
wrapped in a triangle pattern using three of the bolts.  This fix lasted the
entire trail with no further adjustment, and got me 200+ miles home, to boot!

At this point, we were about 100 yards down the trail and three+ hours had
passed.  The granite bowl was the next obstacle, and this was one of the few
places where the IIA shined  (although generally the low gearing was a big help
in crawling over rocks, etc.  It's excedingly difficult to lug an 88" series rig
in low range.  It went down one side (easy) and then up the other (hard and
steep) with no problems.  The low gearing of the Series rig and the sticky XCLs
were the key here.  

The trail continues to wrap around Loon Lake for a while, eventually getting to
a long gully with some big boulders called Walker's Rock.  The tricky part for
TMS and I was the top section where it flattens out a bit.  We both got
cross-axled there, but both got through after picking another line.  Note that
the IIA was getting cross-axled all over the place.  I think this was due
primarily to my crappy sense of where to drive, but partially to the short
shocks that I left on the car after replacing the shackles with the taller
military ones.  I'll be looking into some longer shocks soon.

Throughout the whole trail the CJ7, the FJ40s, and the D90s did fine.  One of
the FJ40s had a problem with a shackle folding under.  The result was quite a
bit of bounce in certain places.  Sometimes it really looked like a grasshopper.
Just after Walker's Rock, it started to thunder, lightning, rain and hail.  That
was lovely.  We went through that over fairly easy (compared to the previous)
trail until shortly before we hit the Little Sluice Box.  This is considered by
some to be the hardest section of the trail and it was not one that we had ever
intended to attempt.  There's a fairly challenging bypass and that thing is a
monster.  It's a steep gully with very large boulders.  Towards the top, the
boulders become 3-4ft high.  One of our group (Durland) tried to get up the
first Really Big Boulders, but didn't and we urged him to stop as we were
running late in getting to Buck Island Lake to camp for the night.  Night fell
on us as we went on the Little Sluice bypass over granite slabs.  These slabs
provided many opportunities for those behind me to gasp because the Station
Wagon body appears to lean a *lot* more than a soft top.  This is just an
appearance, but it kept those behind me full of adrenaline.  

It was getting late, and while there are large sections of the Rubicon Trail
that are fairly smooth dirt roads, these don't provide much respite because you
drive over them faster.  The majority of the trail is hard rock crawling with a
lot of 30-degree sideways slopes.  There was one place on the bypass where the
angle of the downward slope is at least 60 degrees.  This obstacle is about one
car-length long.  When TMS did it in her 90, she teetered on one front and one
back wheel.  However, when I did it in the IIA, it stalled at the bottom and I
teetered on the two front wheels (towards an endo).  This made everyone yell for
me to keep going, but of course, I couldn't, as I was stalled.  I left it in
gear and hit the starter button (for those of you who aren't familiar with the
IIA, it has a starter button on the firewall, and the key simply switches power
to the ignition system).  This got me moving again, and might have prevented an
endo, but I'm not completely satisfied that would have actually happened--things
often look much worse than they are.  It was a memorable moment, however.  

About 100 yards down the trail from the endo place was another steep downward
slope in a gully filled with big boulders.  Everyone got through OK, but I did
have a sudden stop when my tire hit a boulder wrong.  This sent several pieces
of our camping gear from the rear of the IIA into my hed.  This was the nth time
that day this had happened, and I was tired (the sun was setting as this
happened).  I let out a particularly foul expletive and starting defenestrating
the wayward camping gear.  Darvin was spotting me at the time, and simply
started picking up the discarded gear and continued to spot me--even after I hit
him in the head with a collapsible camp table!  This provided much amusement for
the onlookers.  We continued for about an hour in the dark, but eventually those
among us too tired to continue said "Enough!", and we stopped.  After camp was
set (on the trail--not beside it!), we were able to settle down and relax.  

The next morning provided another memorable obstacle about 100 yards down the
trail from the camp site.  This was another 3+-foot droop of a boulder.  Darvin
and I went around, while everyone else went over.  I became cross-axled again
(!!) on the bypass, but was able to get around it OK after several
re-alignments.  There followed about one hour of medium-hard driving to Buck
Island Lake where we bathed and set up camp for the day/night.  I had the
forsight to bring a towel down to the water, which TMS used and left (promising
to bring me another).  She took a long time to do so, but when she came down,
she had Charles with her.  He had started out on the trail at 6:30 AM and made
it to Buck Island Lake by noon.  This has to be a world-class time.  It's a
testement to his skill as a driver, the capabilities of his vehicle and the mods
made to it.  

We spent a leasurely afternoon chatting and drinking greyhounds, then prepared
dinner.  Just as we were finishing up, we heard a vehicle on the trail not far
from camp.  Holly and my son went off to see if it was Derek Weitz--another FJ40
driver whom we were expecting to join us on Thursday morning.  Just as Holly and
Thelen got to the vehicles (a CJ towing a YJ), the front vehicle tipped on its
side.  Nobody was hurt, so they immediately came back to camp and we got them
righted on the trail by simply pushing the CJ back upright.  The only damage was
a crushed windscreen frame.  The YJ behind it, on the other hand, had a tie rod
that looked like a pretzel.  The rod was completely mangled (YJs have hollow tie
rods in the stock configuration), and was only useful for turning left.  Thus
the CJ was pulling it to the right when that was needed.  We suggested they cut
the lever of their High-lift jack to sleave the tie rod, and then helped them do
it.  This fix got them all the way off the trail, and will probably last for
years if they are lazy!  It's a good one to remember.

Upon arriving back in camp, TMS broke out the champagne she'd been packing and
we all toasted our success to that point.  The next morning, TMS woke up with
what we thought was a hangover, but turned out to be something much worse:  a
major gastro-intestinal bug.  She could drive a lot but there were several
sections I drove twice:  once in her car, then walked back and drove mine. 
Ugh.  That was tough--but not as tough as it was for TMS--at these times, she
simply pulled out a towel and a pillow, and layed down on the trail and slept. 
She couldn't even keep down water!  This may have been food poisoning, as she's
getting better even as I write this. There were some grapes we aren't sure were
properly cleaned which she ate and neither I or the kids did.

After leaving camp at Buck Island Lake, we immediately encountered a difficult
section of trail.  This is where I gained a great appreciation for the D90 and
an even greater respect for those (like Eric Cope) who skillfully wheel series
Rovers without power steering or power brakes and with an 80-hp-on-a-good-day
engine over rocks without destroying them (the Rovers, not the rocks!).  It's
just easier to get a D90 through that kind of stuff.  So, to settle that
argument (for me, at least):  I was there, and I drove both cars, and the D90
was easier *for that type of rock-crawling stuff*.  In a perfect world, I'll
wheel the 90.  Period.  However, I do think three Defenders is a bit much for
us, so I'll continue to take the IIA on trails that would eat the 110 for lunch.

The aforementioned difficult section of trail has as it's climax the Big
Sluice.  If running the trail from Loon Lake to Lake Tahoe, this is done
downhill.  The Big Sluice is a gully about ten feet wide, strewn with boulders
varying from one to six feet in diameter.  At the very top is a two-foot-deep
sub-gully witha drop-off about 4.5 feet highat the end on one side.  The trick
was to line up the vehicles such that they tipped down into the main gully while
astraddle the sub-gully.  That was quite a trick indeed.  Since I was still
driving both vehicles, I got to do it twice in a row (whoohoo!).  The Big Sluice
generally goes from Insane at the top where the drop-off is to Very Difficult
for the next 300 yards afterwards.  This is where the Desert Rover quarterpanel
protectors did a lot of good and would have saved Charles the body damage had he
had them.  In reality, though, the QP protectors will actually cover up the
damage Charles incurred.  

The trail continued to be very rough and in the Difficult range until Rubicon
Springs.  At the springs there was a nice flat section where be broke to gather
our wits for Cadilac Hill.  While not the hardest or scaryiest section of the
trail, it was the longest sustained hard section.  Basically, it's a bunch of
rocks strewn on a steep trail that takes about 1.5 hours to ascend.  Very near
the top, I became quite well stuck and had to be extracted by a CJ.  I just
didn't have the power to crest the top of the hill.  The upward angle for that
one section (less than two car lengths) was very near 45 degrees.  I could only
see angry grey skies (which soon loosed rain on us) while I was being pulled
up.  At the top of Cadillac hill, the trail waffled between medium and hard for
a couple of miles until we were out. This section was made more difficult,
though by the weather and the general energy level of the drivers.  

Some Thoughts:
At each step of the way, I considered whether my 110 would make it, and the
answer was almost always "Yes".  However, there are a couple of sections that
would be pretty hard on the underside of the 110, and a couple more where tight
turns would make it very difficult.  I'm not saying it wouldn't make it, but it
might hurt.  One of the big fears for my companios was that the 110 might bang
its roofline, but I think the roll cage would have hit instead.  I don't think
I'll be taking the 110 through that trail, but I do think it could get
through--it's a gread kid hauler, and I'd like to keep it useable for that
purpose as well as the many others for wich it it highly suited.

The wider track of the 90s helped them to avoid much body damage by having the
tire pull the car around to the right line.   On my IIA, this was done by the
rear quarter panels, which will have to be replaced if the car is to look like
anything other than a POS.  I'm seriously considering an attempt to put Range
Rover axles under the IIA.  Any thoughts on that?

The IIA is running very poorly now.  Above 2000 feet, it backfired hideously
when engine braking.  This on a brand new distributor, a Crane ignition system,
and a head that's gone less than 2K miles since a rebuild.  The bottom end is in
need of a rebuild, and I wonder if that's just come to a head at this point.

I believe anyone with a stock D90, Disco, or Rangie can do the parts of this
trail that we did.  I highly recommend, however, that the rigbt body protection
peices be used:  Sill protectors/Rock Sliders, Quarter panel protectors, diff
guards (TMS and I each lost our rear diff guards, so welding is a Good Thing). 
It's a great trip and in a beautiful place.  (N. Cal, near Lake Tahoe, for those
who don't know).  I think only those with the extreme in mind should try the
Little Sluice Box.  It really looks aweful.   

Drive the trail in a small group (ours was too large) and when you're tired,
STOP.  I did almost all the damage to the IIA when I was tired and it was late.
Also, if this rule is followed, I don't think there's a need for steering
protection (aside from a front skid plate), but it is a good idea.

Take Care,
C
p.s. I'll be putting this on my web page (http://www.thelen.org/LandRover.html)
with some of the pictures we took (Olympus digital camera) as illustrations. 
Charles will put more of them on his site.

p.p.s. I'll have the IIA at the Shallow Alto meet if you want to see what it
looks like now!

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From: Duncan Phillips <dunk@ivanhoe.soc.staffs.ac.uk>
Date: Mon, 07 Sep 1998 08:57:28 +0100
Subject: SIIa Hub --> SIII ???

Well, the subject sez it all really...... 

One of the bolts that holds the half-shaft flange to the rear hub on my 88"
SIII was broken off when I had it. I've finally decided to replace the hub
(after trying to extract the bolt, but breaking the bolt extractor off in
the hole!! $%**&!!).

I've had an offer of a hub off a SIIa for free, but my question is:

Are the hubs on a SIIa and SIII the same??

In the SIII parts catalogue the hub is part no 576844 - anyone got a IIa
catalogue to compare the numbers??

Cheers in advance

*******************************
Duncan Phillips
1980 SWB SIII 'Evie'
http://Gawain.soc.staffs.ac.uk/~cmtdmp/play/lrover/
*******************************
Big Bad n' Blue

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From: Adrian Redmond <channel6@post2.tele.dk>
Date: Mon, 07 Sep 1998 10:06:08 +0200
Subject: Re: Tappet adjustment

There are two cardinal points to remember when adjusting tappets.

Firstly - that the valve must be in the correct position. Using the
valve which is open as a guide (for sequence see manual) the "open"
valve must be exactly at its open "dead point". I have a long plastic
arm which I mount on the tappet of the "down-going" valve - because this
pointer is longer, it is easier to see when the valve has stopped moving
down and is at it's lowest "open" position.

If you miss the down point, to must trun the engine around and try
again.

Due to the desire not to have to wind the engine, it is easy to stop
turning before the valve is open - an error which is easy to repeat on
all valves. If all valves are gapped according to a position which is
set by following another valve going to open, then any small error in
judging the open position, will in effect retime the entire engine. This
can result in the problem which you describe.

Secondly - it is important to set the gap right. 0.010" (0.25mm). The
feeler guage should pass firmly but freely between the gap, without the
tendency to bind. It should feel fairly loose, but it's passage in the
gap should "mark" the oil on the blade. Again, if the gap is too tight,
this can give the problem which you describe. Be sure to hold the tappet
screw in place with a wide bladed screwdriver, whilst tightening the
locking nut. Be aware that old locking nuts do have atendency to strip
their threads - if in doubt - replace the nut.

My guess is that your gap is set too tight - try again - do it slowly. I
have often done this, and been unsatisfied with the result, done excatly
the same again, and acheived a better result. Practice makes perfect I
guess.

Good luck...

Adrian Redmond

CHANNEL 6 TELEVISION DENMARK       (Adrian Redmond)
Foerlevvej 6  Mesing  DK-8660  Skanderborg  Denmark
telephone (office)		    +45 86 57 22 66
telephone (home)		    +45 86 57 22 64
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e-mail			     channel6@post2.tele.dk
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From: Joost Kramer <jkramer@best.ms.philips.com>
Date: Mon, 07 Sep 1998 11:16:07 +0200
Subject: 50th anniversary of LR in Holland

Hi to All,

The Land Rover Club Holland is organizing a event for the 50th
anniversary. The
event is rather big, because the importer of LR is coming, the car
museum
Autotron delivers buildings to show cars -> 45 LR's from 1948 to 1998
and
specials, like pink panthers, 6x6 range rover, mirvana's, 101, camel
trophy
cars, etc.  It is possible to test drive the new LR freelander. There is
a
sort out (market), with part sellers and just people who
want to sell something (of LR). And there is lots more......
And it is possible to drive with your own car at a terrain at the
Autotron and the terrain of the "Beekse Bergen". When you want to drive
with
your own car, it is necessary to subscribe to the Autotron.

The event is 3 and 4 october at the Autotron in Rosmalen Holland.

For more information, ask me.

Joost Kramer
Land Rover Club Holland

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From: Paul.Wakefield@esrin.esa.it
Date: Mon, 7 Sep 1998 11:51:21 +0200 (MET DST)
Subject: re: tachos and pulse rate

Hank Stinson wrote last week:
: I may have the dipswitchs set incorrectly. I have the wire to the gauge from
: the low tension lead side of the coil. 
: Is the Series III coil system what is refered to as a "pulse" system?  Or did 
: you set your tach for a normal 4cyl. motor?  If it is a pulse system does 
: anyone know the rate of pulse per second?  Thanks again....

I didn't see a reply, so, 

I had only heard of the impulse system which uses a pickup wire wound around 
the 
coil king lead. In any case if it is possible to use a direct connection to the 
LT side of the coil the pulses generated will be equal. 1 CB point break = 1 
pulse of the coil lead anyway.

Pulses per second depends on RPM. Ok, say you are at 1000 rpm, on a 4 cylinder 
4 
stroke the coil lead will be firing once every half revolution of the engine, 
with the relevant firing order being determined by the distributor rotor arm. 

ok. 2 pulses/rev = 2000 pulses per minute = 2000/60 =  33.3 pulses / sec.

Hmm, sounds a lot ... feel free to correct the maths ;-)

There will be a switch for 4/6/8 cylinders as the more cylinders, the more 
frequent the pulses will be as there are more firing points around the 
revolution of the engine, not just at every 180 degrees as in the 4 cylinder.

(In the basic theory, for any 4 stroke engine there will be one spark per two 
revolutions, therefore the degree of each spark fired for each revolution in a 
multi-cylinder engine will be 720 degree (two revolutions) divided by the 
numbers of cylinder.) 

Hmm, doing a search for Smiths Tacho, you can check out a lovely one at:
http://cobracountry.com/nisonger/animation-frame.html
and they calibrate and repair at http://cobracountry.com/nisonger/

Hope this helps,

Regards,

Paul.

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