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From: TeriAnn Wakeman <twakeman@cruzers.com>
Date: Sat, 10 Oct 98 07:21:45 -0700
Subject: Re: head milling and compression ratios

>>Personally, though, I'd leave it as is and wait until you warp
>>the head and really need to mill it...
>>ps Steve Dennis once posted to this list exhaustive instructions for
;>>doing this...

;>Exhaustive instructions on how to warp a head???

Its better than going off half warped!

Sorry folks I could't resist this one...

TeriAnn Wakeman                       The Green Rover, rebuilt and
Santa Cruz, California                and maintained using parts from
twakeman@cruzers.com                  British Pacific 800-554-4133
http://www.cruzers.com/~twakeman      

Walk in harmony with the earth and all her creatures and you will create 
beauty wherever you go.

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From: TeriAnn Wakeman <twakeman@cruzers.com>
Date: Sat, 10 Oct 98 07:26:50 -0700
Subject: Fwd: Diesel Rangie?

Peter M. Kaskan asks:

>What diesel engine could easily replace the V8 gas ones?

The Range Rover has been available in Europe with a BMW diesel engine for 
a few years now.  You can just purchase all the parts & bolt them in.  
That would probably be the easiest conversion.  Not necessarly the 
cheapest nor easiest to get parts for if you live in a place where BMW 
doesn't sell these engines.

TeriAnn Wakeman               If you send me direct mail, please
Santa Cruz, California        start the subject line with TW - 
twakeman@cruzers.com           I will be sure to read the message

http://www.cruzers.com/~twakeman   

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

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From: "Riaan Botes" <riaanb@iafrica.com>
Date: Sat, 10 Oct 1998 17:08:26 +0200
Subject: Chassis No info?

Recently someone posted a link/contact details to get LR info on manufacture
date etc.

Could you plse repost it or email me directly

Thanks

Riaan Botes
'96 Tdi 110 PU
'76 SIII 109 , 2.25l Petrol PU
'51-52 SI 80"

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From: "d.h.lowe" <dhlowe@idirect.com>
Date: Sat, 10 Oct 1998 00:04:40 -0400
Subject: Re: Chassis No info?

Riaan Botes wrote:

> Recently someone posted a link/contact details to get LR info on manufacture
> date etc.
> Here Ya go.

   LandRover  Lode Lane. Solihull   West Midlands. B92.8NW    U.K.
   Attn.       Eric Pagan  Project Eng.
                  Traceability dept.
                 Tel. 0121 700 4524 direct line..

> '
> date etc.
> Here Ya go.

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From: Paul Oxley <paul@adventures.co.za>
Date: Sat, 10 Oct 1998 18:07:32 +0200
Subject: Re: GPS as Speedo

"Jeffrey A. Berg" wrote:
>the dithering of the
> satellite signal to reduce its accuracy and make us all safer from
> terrorist attack

But not safe from attack from the US military ;-/

But thanks for a very informative "GPS for dummies" reader, Jeff. Now I
know why those Botswanan cops wouldn't even listen to my argument vis a
vis the speed they claimed I was doing and the speed I claimed I was
doing :-(
 
Regards

Paul Oxley
http://AfricanAdrenalin.co.za
http://Adventures.co.za

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From: Paul Oxley <paul@adventures.co.za>
Date: Sat, 10 Oct 1998 18:12:55 +0200
Subject: Re: GPS as Speedo

SPYDERS@aol.com wrote:

> (Diet Coke)
> I had to tell you all that the Diet Coke commercial was playing on TV when I
> opened this e-mail. 

Oh, BTW, did yáll know that Diet Coke is to become Coke Lite as of next
year?

Now why don't L-R just rename the bloody Freeloader the Disco Lite and
follow a firmly established marketing trend? If they do I dibs
royalties!
 
Regards

Paul Oxley
http://AfricanAdrenalin.co.za
http://Adventures.co.za

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From: QROVER80@aol.com
Date: Sat, 10 Oct 1998 12:24:05 EDT
Subject: Re:  rusted clutch to flywheel

Here is the patented never fail method of freeing up the clutch I posted
“years” ago ....... My it has been a while :-)

Congratulations ...... This probably means that neither your trans nor your
rear main seal leak. Too much. The solution that I use has the great advantage
of being simple. AND cheep WD 40 is SO expensive these days.. :-)

Step 1 Lock hubs if you have them........ Don’t start that again....you know
who you are ;-)
step 2 Engage 4 wheel HIGH. IMPORTANT if you neglect this step you could brake
a half shaft.
Step 3 Start the truck and allow to warm up.
Step 4 Stop Engines 
Step 5 With due care and attention to where you are going restart the truck in
gear. 
Step 6 Accelerate and with care shift up into second.
Step 7 Floor the throttle and as the engine comes up towards its torque peak (
about 25 mph? ) depress clutch and with clutch depressed, and throttle floored
.........SLAM on the brakes.

If it doesn’t work try it again. It is VERY rare that I have ever seen a
simple rusted clutch that will still stick after this treatment.  If all else
fails well you had to take it apart anyway.....

The “Dormobile” ( roof and truck both now gone, thank you ) would have the
clutch stick in as little as a week and this never failed to free it up. Once
on a test ride with prospective purchasers, bad plan , they were NOT
impressed. Not rover types obviously.

Credit to Steve Denis for some of the foregoing.
Rgds Quintin Aspin

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From: jimfoo@uswest.net
Date: Sat, 10 Oct 1998 11:04:00 -0700
Subject: xfer case breather

If anybody is receiving this real-time and knows where or if the
transfer case has a breather, would you mind sharing. I want to put in a
remote breather and would like it to be where the original is. I don't
see one on either of the inspection covers.(Yes I cleaned all the oil
grunge off)
Thanks

Jim Hall
Elephant Chaser 1966 88" with new Toro overdrive!!!!

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From: "Neil Brownlee" <metal_thrasher@email.msn.com>
Date: Sat, 10 Oct 1998 18:49:38 +0100
Subject: Re: erratic temperature gauge

Hi,

Just thought I'd add my $2c, in my F**d Granada, before I sold it (with a
warped head), the temp guage used to hop up to mid range, rise to hot, and
then drop to just above cool - that was a symptom of the damage done to the
head.................

Neil

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From: "K. John Wood" <jwrover@colo-net.com>
Date: Sat, 10 Oct 1998 12:45:40 -0600
Subject: Re: xfer case breather

Jim,

I have never seen a factory breather on a transfer case. I recomend you
inspect the top of the case to make certain. If one does not exist, this
would be the best place for it. Not only will you have the best air
flow/least amopunt of "gunk. You'll also be utilizint the highest point
possible when considering wadeing.
john

jimfoo@uswest.net wrote:

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From: Joseph Broach <jbroach@selway.umt.edu>
Date: Sat, 10 Oct 1998 13:07:58 -0600
Subject: re: xfer case breather

Jim,

At least on my '67, the only breather hole is a tiny one on the selector
shaft cover of the gearbox. There are built-in air passages between the
main box and xfer case which allow this to vent both. These passages are
also the reason that oil can move between boxes if a pressure differential
exists. So, in theory at least, enlarging the gearbox breather should
provide adequate venting to the xfer cas as well. This is something I've
always meant to do. Let me know how you finally do it. So I assume you
finally got the Toro in, eh?

-joseph and sidney
missoula, mt

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From: jimfoo@uswest.net
Date: Sat, 10 Oct 1998 13:37:13 -0700
Subject: Re: xfer case breather

Joseph Broach wrote:
> Jim,
> At least on my '67, the only breather hole is a tiny one on the selector
> shaft cover of the gearbox. There are built-in air passages between the
> main box and xfer case which allow this to vent both. These passages are
> also the reason that oil can move between boxes if a pressure differential
> exists. So, in theory at least, enlarging the gearbox breather should
> provide adequate venting to the xfer cas as well. This is something I've
	 [ truncated by list-digester (was 11 lines)]
> always meant to do. Let me know how you finally do it. So I assume you
> finally got the Toro in, eh?

What I did was to drill a hole in the top cover on the transfer case,
tap it and put in a 1/4" hose barb. This I connected with hose to a
similar fitting I put on the overdrive, and will put on the transmission
where the tiny hole is. The hose goes to the engine compartment where a
small fuel filter is fitted to the end, similar to Bill Rice's axle
breather design. A picture of the fitting on the Toro is on my web page,
as will be a picture of the entire setup. Thanks for the info.

Jim Hall
Elephant Chaser 1966 88"
http://www.users.uswest.net/~jimfoo

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From: Russ Wilson <rwwilson@mho.net>
Date: Sat, 10 Oct 1998 04:38:33 -0700
Subject: Re: Diesel Rangie?

>In the USA, the GM 6.5 (?) litre diesel is probably the cheapest engine to
>source.  You could buy a fitting kit from the UK. - check LROI for prices.
The GM 6.5 is an amazing engine.  I have several friends who run these in
Farm trucks that get beaten on quite a bit.  If or when either rover needs
a new engine this is what I'm going with.

Russ Wilson
Leslie Bittner

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

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From: andy Smith <andy@bobstar.demon.co.uk>
Date: Sat, 10 Oct 1998 23:54:04 +0100
Subject: Re: xfer case breather

In message <bulk.1105.19981010100840@Land-Rover.Team.Net>,
jimfoo@uswest.net writes

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From: Art Bitterman <artbitt@rmi.net>
Date: Sat, 10 Oct 1998 17:31:41 -0600
Subject: RE: XFER CAse Breather

Hi All

Jim Hall asked about the XFEr case breather. Joseph Broach gave the
right answer.

On page 22-C in the "Green Bible" it says:

"A Breather hole is incorporated in the inspection cover for the
selector shaft stops. This one breather provides for the complete
gearbox assembly through internal communicating passages."

First paragraph says (I won't type the whole thing out) that the main
gearbox and the transfer case make up the gearbox assembly.

So that's why the transfer case sometimes is over full with 90 wt!!
Looks like only one breather is needed for the gearbox!

Art
1960 SII "Aardvark"


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From: "H.Rutherford" <ruthrfrd@borg.com>
Date: Sat, 10 Oct 1998 22:44:41 -0400 (EDT)
Subject: Head Measurement

Faye & Peter & everyone else who's interested,
   A while back I modified a 7:1 head to 8:1 specs. In doing so, I collected
some interesting info. Here goes:
   7:1 head is 3.700 in thick, chamber volume is 91 cc.
   8:1 head is 3.600 in. thick, chamber volume is 75.2 cc   
   7:1 pushrod length overall, 7.300 in
   8:1 pushrod length 7.175 in overall (some parts suppliers are not able to
tell you the difference between pushrods, just that they are different)
   Within the range of our interest, there is about 1.2 cc change in volume
per .010 in. change in thickness
    Milling .100 in. makes a 7:1 head 8:1. Almost exactly.
    Head gasket volume and volume above the piston crown is 4.25 cc.
    Swept volume of one  cylinder is 571.5 cc.  
    I sawed a 7:1 head into slices to measure casting thickness. I
discovered that there is little material left between the waterways and the
head face after milling the required .100 in. IMHO, I would NOT advise going
any further as I doubt the head would hold up for long, I imagine cracks
would develop on the head face. If you want a 9:1 CR, use an 8:1 head. The
castings are definitely different, a stock 8:1 head has the same metal
thickness in critical areas as a stock 7:1 before machining.
   I would advise obtaining a burette for measuring combustion chamber
volume to be sure you don't go too far with CR. I can provide more info on
CC'ing if you need it.
   If you modify a 7:1 to 8:1, use 8:1 pushrods. Otherwise the rocker
geometry is off, and the possibility of fouling the rocker exists. By rocker
geometry, I mean the angle that the rocker arm contacts the tip of the valve
stem. If the longer pushrods are used in place of the shorter (correct)
ones, the rocker arm depresses the valve with it's very tip, concentrating
wear and forces at a place where the rocker was not designed to be operated.
This can cause premature wear of the valve stem, unusual wear of the rocker
arm, and failure (breakage) in extreme cases.  
   Jim Allen is the guy who has the most info of anyone I have talked with,
and I believe he monitors this list. Hope this is of some help,
 
                                                         H. Rutherford
                                                         '62 SerIIa SWB
"Gromit" ported 8:1 CR
From: Faye and Peter Ogilvie <ogilvi@hgea.org>
Date: Wed, 07 Oct 1998 14:44:58
Subject: Re: Measuring head to determine how much you can mill off???

	I'm thinking of milling the head on my 88 to up compression.  I probably
have a 7-1 on it now and would like to go to 9-1 if that is possible.
Really don't know for sure what the compression ratio is as the head is off
an engine that was supposedly rebuilt but had been thoroughly f****d up.
No telling what that ill informed mech. might have done before I had the
head rebuilt.
	Need to know if there is a way to measure the head with a caliper to
determine how much you can take off.  Otherwise, to determine what the
final dimension would be for the 9-1 compression ratio, if possible.
Someone must know what the dimension would be, say from the valve cover
deck, or some other reference point, to the face of the head for various
compression ratios.
	Asked this question on the RN board and got a couple of complicated
answers that would take longer to do than rebuilding the engine.  Just want
some dimensions and from where to take the measurement.
	Also they mentioned changing the pushrods when milling the heads.  Since
there is only one push rod mentioned in the parts book, why are they
suggesting this??
Aloha Peter

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From: Brett Storey <brstore@ibm.net>
Date: Sun, 11 Oct 1998 00:01:18 -0400
Subject: Re: Sighting

I haven't seen this particular video, but the vehicle in question is likely a 
101 ambulance here in Toronto. The owner, Paul Dallin, is in the film biz and 
his 
truck has "stared" in several  T.V. shows and videos.

Brett

Keith Elliott wrote:
Hi everyone...
   This may be old news but I just saw the coolest LR sighting that I have
ever seen... There is a full bodied 101 featured quite a lot in a video
from the group "Love Inc." the song name is "You're a superstar". It is the
first time I have seen a 101 used in anything like this. Just too cool!!!!

Keith Elliott
1961 Series II 88"
1953 Series I 80"

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From: TeriAnn Wakeman <twakeman@cruzers.com>
Date: Sat, 10 Oct 98 21:58:28 -0700
Subject: RE: XFER CAse Breather

>Jim Hall asked about the XFEr case breather. Joseph Broach gave the
>right answer.
;
;>On page 22-C in the "Green Bible" it says:

;>"A Breather hole is incorporated in the inspection cover for the
;>selector shaft stops. This one breather provides for the complete
;>gearbox assembly through internal communicating passages."

You have located the transmission breather hole.

There is a seporate breather hole for the transfer case.  Look at the 
metal plate on top of the transfer case under the middle seat.  You 
should see a little hole that has a cotter pin or cotter pin like thing 
in the hole.  This is th etransfer case breather.  I drilled mine out and 
added a defender style axle breather tube.

TeriAnn Wakeman               If you send me direct mail, please
Santa Cruz, California        start the subject line with TW - 
twakeman@cruzers.com           I will be sure to read the message

http://www.cruzers.com/~twakeman   

Walk in harmony with the earth and all her creatures and you will create 
beauty wherever you go.

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From: "Peter Hope" <phope@hawaii.rr.com>
Date: Sat, 10 Oct 1998 19:06:03 -1000
Subject: Just a Grunt

>Pete,
>Don't know what Genepool you're from (I'm 33),

32 here

>or what theaters of action you
>were in,

Never a round in anger, but 15 years humpin a ruck, mostly scout/lrp stuff.
CAS is my FRIEND!!! Spent two years in the FRG mostly in Fulda.  Rest of my
active time was with the 24th ID in GA.  Now just a weekend warrior, most
recently 29th ID "Blue and Grey".

Pete "just found out there aint no grunts on Ohau" Hope

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From: Frankelson@aol.com
Date: Sun, 11 Oct 1998 04:47:45 EDT
Subject: Re: : yadda yadda yadda...

In a message dated 10/10/98 00:06:51 BST, you write:

<< Do you mean you haven't watched the Fast Show.  These guys get bogged every
 week. >>
don't watch it because it isn't funny. However I put the BBC on to the owner
of the Land Rover they use - and he now owes me a BIG drink!!

Best Cheers

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

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From: Faye and Peter Ogilvie <ogilvi@hgea.org>
Date: Sat, 10 Oct 1998 23:12:06
Subject: What kind of heads are these??

	Thank you for the information on maximum milling amounts for the 7-1 
head.  
	Just looked at all my heads and now I have a mystery.  2 of the heads 
have
the extended surface (boss) on the bolt hole behind the carburetor, and 2
do not.  The ones without have the first three numbers of 525, the ones
with, have a number beginning with 568.  The ones with the boss have a 7
stamped on the boss.  Does all this mean I have two old style 7-1 heads and
two new style 8-1 heads but milled to 7-1 dimensions.  Will have to
dismantle an engine to measure the heads with the boss to see if they are
actually 7-1 compression ratio.  
	Two of these heads are of unknown origin (the ones without bosses).  One
came off the engine in my '66 109 that was not the original engine and had
been rebuilt by a butcher.  The rods and pistons were from more than two
different engines.  They apparently put new rings in but didn't change the
bearings as the crank was scored and there was no babett(sp) material left
on the rod bearings.  One of the heads with the boss came out of my '70 88
and the other out of my '65 88.  I thought they were importing 8-1 heads by
1970 but apparently not.
	Would appreciate it if you could throw some light on this mish mash of
heads that I have.  Was going to try and bump one of the boss less heads up
to 9-1 compression.  That seems too ambitious from your findings.  May have
to work on one of the bossed heads if they are the later more robust design.
	Once again, Mahalo for all your information.  I'll get my box of push 
rods
out and check them tomorrow.
Aloha Peter

>Faye & Peter & everyone else who's interested,
>   A while back I modified a 7:1 head to 8:1 specs. In doing so, I collected
>some interesting info. Here goes:
>   7:1 head is 3.700 in thick, chamber volume is 91 cc.
>   8:1 head is 3.600 in. thick, chamber volume is 75.2 cc   
>   7:1 pushrod length overall, 7.300 in
	 [ truncated by list-digester (was 18 lines)]
>    Milling .100 in. makes a 7:1 head 8:1. Almost exactly.
>    Head gasket volume and volume above the piston crown is 4.25 cc.
>    Swept volume of one  cylinder is 571.5 cc.  
>                                                         H. Rutherford
>                                                         '62 SerIIa SWB
>"Gromit" ported 8:1 CR

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