Subject: LRO digest, Vol 1 #45 - 23 msgs

From: [email-masked]
Date: Fri, 10 Aug 2001 03:03:09 -0400 (EDT)

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Today's Topics:

   1. Conversion opinions needed from across the pond ([email-masked])
   2. Re: rear dif leak (Jeff Bieler)
   3. Parabolics (Tom Gross)
   4. SER II Seats (Garrick Olsen)
   5. Re: Back pressure, etc. Long (Hope Peter)
   6. Re: diff leak (David Scheidt)
   7. Re: scotty's adapter (G. Mugele)
   8. Re: Back pressure, etc. Long (Perrone Ford)
   9. Re: Re:SIIA gearbox and engine in my late S1 ([email-masked])
  10. Re: Exhaust (Faure, Marin)
  11. Re: looking for little bits... (Faure, Marin)
  12. Re: Locking differential. What options? (Jim Hall)
  13. Re: Re: Re:SIIA gearbox and engine in my late S1 (Kirk Hillman)
  14. Re: SER II Seats (Rich & Lori Williams)
  15. Re: scotty's adapter ([email-masked])
  16. Re: Re: Re:SIIA gearbox and engine in my late S1 (Jim Hall)
  17. Re: Back pressure, etc. Long ([email-masked])
  18. Re: scotty's adapter (Russ Wilson)
  19. Re: Exhaust (Tim Czajka)
  20. Re: Re: Re:SIIA gearbox and engine in my late S1 (Kirk Hillman)
  21. Trasfer case ID (Kirk Hillman)
  22. Re: Locking differential. What options? (Paul Oxley)
  23. Re: Locking differential. What options? (Paul Oxley)

--__--__--

Message: 1
From: [email-masked]
Date: Thu, 9 Aug 2001 17:35:37 EDT
To: [email-masked]
Subject: [lro] Conversion opinions needed from across the pond
Reply-To: [email-masked]

I'm considering doing the conversion from Steve Parker, involving the LVD 
Peugeot 400 Td.  I'm looking for the motor's durability, faults, and parts 
availability.  Anyone from the UK have any experience with this one?  Give me 
the good, bad, and the ugly....

Thanks 
Matt

--__--__--

Message: 2
Date: Thu, 09 Aug 2001 15:07:09 -0700
From: Jeff Bieler <[email-masked]>
To: [email-masked]
Subject: Re: [lro] rear dif leak
Reply-To: [email-masked]

Assuming the gasket on the rear dif is the cause of my leaky woes, are there any
major concerns/issues I should be aware of when I do this?

Pull both half shafts enough to clear the gears, disconnect the rear drive shaft
at the dif, and support the housing on the floor jack when I pull it out enough to
slip on the gasket was my plan of attack.  Anything else I need to fret over?

Jeff

Jeff Bieler wrote:

>  On the rear dif cover, below the fill/check hole and above and to the left of
> the drain plug (looking from the front to the rear of the truck) there appears
> to be a circular "plug" in my dif between two of the mounting bolts.  This
> "plug" can be moved with a little finger pressure.  It also appears to be the
> source of my persistant leak.
>
> Any ideas what the plug is?  I can't find any clue to it's purpose in any of my
> manuals or parts books.  Figure E1-5 of the Green Bible shows a pic of the
> housing and the plug in question is visible, but I can't find any reference to
> it at all.
>
> Jeff
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 3
From: Tom Gross <[email-masked]>
To: [email-masked]
Date: Thu, 9 Aug 2001 15:11:21 -0700 
Subject: [lro] Parabolics
Reply-To: [email-masked]

TeriAnn claims that you get more side-to-side sway from parabolics.  Having
had both type of spring on my Dormobile, I do not find this to be the case.
I have the 4-leaf rear and standard 2-leaf front ones from Great Basin that
were installed with poly bushings and Bilstein shocks.  They do a fine job
for me both on highway and off.  Admittedly, I don't drive as
"enthusiastically" as TeriAnn, and that may have something to do with my
observations.  

Tom Gross  

--__--__--

Message: 4
From: "Garrick Olsen" <[email-masked]>
To: [email-masked]
Date: Thu, 09 Aug 2001 17:16:59 -0500
Subject: [lro] SER II Seats
Reply-To: [email-masked]

Are the 1960 seats for the front row shovel backed like the rear jumps or
are they origianally square pads like the bases?  My little Algae has
some blue Volvo low backs, and, someday, I'd like to put in something
Rover.   I'll get the hand brake fixed first.   -Rikin Minnesota1960 SWB
SW

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

Get your FREE download of MSN Explorer at http://explorer.msn.com

--__--__--

Message: 5
From: "Hope Peter" <[email-masked]>
To: <[email-masked]>
Subject: Re: [lro] Back pressure, etc. Long
Date: Thu, 9 Aug 2001 12:28:52 -1000
Reply-To: [email-masked]

Sorry I wasn't very specific.  What is the name and distributor of the
software?
Pete
>
> My new engine computer modeling software.. thanks for reminding me.
>
> -P
>
> Hope Peter wrote:
>
> >> computer and we can see what the exhaust changes will do to it.  Maybe
> >
> > I'll
> >
> >> order my software tomorrow.
> >>
> >> -P
> >
> > Software???? What software???
> > Pete
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 6
Date: Thu, 9 Aug 2001 17:38:49 -0500 (CDT)
From: David Scheidt <[email-masked]>
To: <[email-masked]>
Subject: Re: [lro] diff leak
Reply-To: [email-masked]

On Thu, 9 Aug 2001, Jeff Bieler wrote:

:
:Assuming the gasket on the rear dif is the cause of my leaky woes, are
:there any major concerns/issues I should be aware of when I do this?
:
:Pull both half shafts enough to clear the gears, disconnect the rear
:drive shaft at the dif, and support the housing on the floor jack when
:I pull it out enough to slip on the gasket was my plan of attack.
:Anything else I need to fret over?
:

Drain the oil.  It's messy if you don't.  Make sure the mating surfaces are
not damaged, and are smooth.  Take the opportunity to look in the diff and
make sure it's not got anything wrong with it.   I use RTV to attach the
gasket to the diff.

-- 
[email-masked]
Bipedalism is only a fad.

--__--__--

Message: 7
Date: Thu, 9 Aug 2001 15:45:29 -0700
To: [email-masked]
From: "G. Mugele" <[email-masked]>
Subject: Re: [lro] scotty's adapter
Reply-To: [email-masked]

At 12:25 PM -0400 8/9/01, [email-masked] wrote:
>Anyone out there with the Scotty's Adapter and bushing that's willing to part
>with it.  Or anyone know the location to buy one?

did ya try contacting Scotty?  Last I talked to him he had a couple 
dozen adaptors looking like they were ready to go.

Not sure if this is still a good  one but you could try this email address:
[email-masked]

       _
     / o\_         Gerald Mugele
    /   )-- \       [email-masked]
   /    |            Glen Ellen, CA
*** "In America, anyone can become president. That's one of the risks 
you take."   ~ Adlai Stevenson 

--__--__--

Message: 8
Date: Thu, 09 Aug 2001 18:55:13 -0400
From: Perrone Ford <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Back pressure, etc. Long
Reply-To: [email-masked]

Engine Analyzer Plus by Performance Trends:

http://www.performancetrends.com/

Hope Peter wrote:

> Sorry I wasn't very specific.  What is the name and distributor of the
> software?
> Pete

--__--__--

Message: 9
From: [email-masked]
To: [email-masked]
cc: [email-masked]
Date: Fri, 10 Aug 2001 09:39:45 +1000
Subject: [lro] Re: Re:SIIA gearbox and engine in my late S1
Reply-To: [email-masked]

Stephen,

thanks for the reply

Early series II engines and gearboxes were 2.25 litre and also manually actuated
clutches

If your Series 1 is a 1958 (I do believe you, I just have to reconcile it with
my Aussie experience), did it have a 2.25 litre petrol engine? - if it does/did
everything from the flywheel cover back should be able to be bolted up to the
series IIa engine

Early series one engines had a different flywheel cover and bell housing (and
clutch), but the gearbox could be bolted to the later bell housing

I remember there are a few issues about swapping gear boxes and bell housings
(some non-matching sizes) but I'm confident if you do the lot, including fly
wheel cover, there's no problem

The problem? I used to have was there was just a big stack of bits I'd acquired
over the years so I just had to sort through untill I found bits that fitted :-)

good luck and let me know how it goes

Richard C

--__--__--

Message: 10
From: "Faure, Marin" <[email-masked]>
To: "'Land Rover Mail Group'" <[email-masked]>
Date: Thu, 9 Aug 2001 16:48:28 -0700 
Subject: [lro] Re: Exhaust
Reply-To: [email-masked]

From: "Kirk Hillman" <[email-masked]>
To: <[email-masked]>
Subject: Re: [lro] Re: Exhaust (was back pressure)
Date: Thu, 9 Aug 2001 12:28:18 -0600
Reply-To: [email-masked]

>Marin, That last message -almost- started to sound like you were defending
these poorly engineered, ill conceived vehicles we call Land Rovers!  ; )

I didn't mean to imply that I think the Land Rover is the be all, end all of 4wd 
design, because I don't by a long, long margin.  Under the circumstances surrounding 
the initial development and production of the Land Rover in the '40s, I think the Rover 
folks did a real good job.  My single greatest complaint is that they more or less stopped 
there.  By the early 1970s, when I bought mine, automotive design and technology, 
even for utilitarian vehicles like the Land Rover, had progressed far beyond what 
Rover was still turning out.  I mean, my SIII doesn't even have a two-position, 
anti-glare rear view mirror, a device that was standard equipment on everything except 
maybe an Army tank by 1970.  So my rants about the Land Rover's design, construction, 
and performance are more aimed at what the Rover people could have been doing but 
weren't after their vehicle had been in production for 25 years.

>The very first LR mechanic I ever talked to shortly after I bought mine
gave me his take on the exhaust.  He simply stated that in use as an
agricultural implement, the small exhaust produced the most power and torque
at low RPM's.  There was no theory or hesitation in his voice.  That's
simply how it was!

That's very interesting if it's correct.  I know less than nothing about exhaust 
theory and construction, so I cannot challenge or confirm the validity of 
the mechanic's statement.  I have zero understanding of the relationship between
exhaust diameter or restriction and torque or horsepower.  The only reason I 
suspect the Land Rover's stock 
exhaust is acceptable for what the vehicle was designed to do is that I 
find it hard to believe the Rover engineers on the product didn't know anything 
about optimizing exhaust back pressure, and what bigger or smaller pipes and 
mufflers would and wouldn't do to the performance of the engine.  These were not 
stupid people, and while technology has certainly come a long way since they 
drew up the Series exhaust, a lot was known about the subject at the time.  So 
I am curious if, even though it's certainly possible to install headers, pipes, and 
mufflers to let the engine "breathe" better, are you actually giving up something 
in the process?
___________________________
C. Marin Faure
  (original owner)
  1973 Land Rover Series III-88
  1991 Range Rover Vogue SE
  Seattle

--__--__--

Message: 11
From: "Faure, Marin" <[email-masked]>
To: "'Land Rover Mail Group'" <[email-masked]>
Cc: "[email-masked]'"
  <[email-masked]>
Date: Thu, 9 Aug 2001 17:00:04 -0700 
Subject: [lro] Re: looking for little bits...
Reply-To: [email-masked]

From: "Frank Elson" <[email-masked]>
To: <[email-masked]>
Subject: Re: [lro] Re: looking for little bits...
Date: Thu, 9 Aug 2001 19:37:27 +0100
Reply-To: [email-masked]

>we do have a lot of fun here in the UK picking up bits and pieces from
breakers yards but as far as the 4wheel drive station wagon badge goes, it
is a Land Rover part available new from any Land Rover dealer for just a few
pounds....

Aha, I finally found something you're wrong about (I think).  I did inquire about 
getting a new station wagon badge, and you're right, they still make and use them.  BUT 
the new ones are much thicker than the ones used on the Series machines.  They 
don't match the thin, stamped "Land Rover, Solihull, England" badge riveted to the 
back of the older vehicles.  The new station wagon badges are the same shape and 
size, and say the same thing, but they match the newer, thicker Land Rover badge 
on the back of the Defender.  This is why I went to the bother of getting a breaker's 
yard to drill off a station wagon badge from an old Series vehicle.  It was the only 
way I could get a badge that was an exact match to the builder's plate on my '73 SIII.
___________________________
C. Marin Faure
  (original owner)
  1973 Land Rover Series III-88
  1991 Range Rover Vogue SE
  Seattle

--__--__--

Message: 12
Date: Thu, 09 Aug 2001 18:05:13 -0600
From: "Jim Hall" <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Locking differential. What options?
Reply-To: [email-masked]

The other problem with a salisbury is that it is 2" closer to the tranny
meaning you will have a really short driveshaft and could have problems 
with the angle unless you move the springs back also. You can get 24 
spline halfshafts and hardened 24 spline halfshafts and 24 spline 
lockers.
 Paul, what were the spiders out of and are you putting them in a stock
(unmodified) series carrier?

Paul Oxley wrote:
> 
> Rolston wrote:
> >
> > How about suggestions for a Salisbury rear axle?
> 
> The trouble with Salisbury's is you lose about an inch of ground
> clearance and gain mass as well as additional rolling resistance through
> the heavier components (equates to about 5% more fuel and 5% off the
> topend).
> 
> I am building a hybrid rear diff for my S3 88" at the moment that
> consists of a S2b long halfshaft (24 spline both ends), 24 spline spider
> gears, and a S3 109" short halfshaft (24 spline both ends). Gives me the
> best of both worlds, minimal weight gain, 24 splines and no sacrifice in
> the ground clerance dept.
> 
> Regards
> 
> Paul Oxley
> AfricanAdrenalin.com
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

-- 
Jim Hall
1966 88" Elephant Chaser
http://www.users.qwest.net/~jimfoo
"You know, I never really damaged my Rover 'till I started wheeling 
with Jim." Mitch Stockdale

--__--__--

Message: 13
From: "Kirk Hillman" <[email-masked]>
To: <[email-masked]>
Subject: Re: [lro] Re: Re:SIIA gearbox and engine in my late S1
Date: Thu, 9 Aug 2001 17:59:20 -0600
Reply-To: [email-masked]

With all this talk about SI and SII stuff, would someone please clarify
something between the two related to transfer cases (Suffix A thru D)?  What
are the sizes of the shafts holding the low range gears in the two cases?

Kirk

--__--__--

Message: 14
From: "Rich & Lori Williams" <[email-masked]>
To: <[email-masked]>
Subject: Re: [lro] SER II Seats
Date: Thu, 9 Aug 2001 17:11:33 -0700
Reply-To: [email-masked]

Garrick,

My Series II has seat backs in the front that are square-ish compared to the
rounded shovel-backed seats.

Rich Williams
1960 Series II 109sw

----- Original Message -----
From: Garrick Olsen <[email-masked]>
To: <[email-masked]>
Sent: Thursday, August 09, 2001 3:16 PM
Subject: [lro] SER II Seats

>
> Are the 1960 seats for the front row shovel backed like the rear jumps or
> are they origianally square pads like the bases?  My little Algae has
> some blue Volvo low backs, and, someday, I'd like to put in something
> Rover.   I'll get the hand brake fixed first.   -Rikin Minnesota1960 SWB
> SW
>
> ------------------------------------------------------------------------
>
> Get your FREE download of MSN Explorer at http://explorer.msn.com
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 15
From: [email-masked]
Date: Thu, 9 Aug 2001 21:22:21 EDT
Subject: Re: [lro] scotty's adapter
To: [email-masked]
Reply-To: [email-masked]

thanks, I'll give that a try.

Matt

--__--__--

Message: 16
Date: Thu, 09 Aug 2001 19:37:48 -0600
From: "Jim Hall" <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Re: Re:SIIA gearbox and engine in my late S1
Reply-To: [email-masked]

A has a smaller shaft, b on has a larger shaft, about 1.62". I don't
know the a shaft size.

Kirk Hillman wrote:
> 
> With all this talk about SI and SII stuff, would someone please clarify
> something between the two related to transfer cases (Suffix A thru D)?  What
> are the sizes of the shafts holding the low range gears in the two cases?
> 
> Kirk
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

-- 
Jim Hall
1966 88" Elephant Chaser
http://www.users.qwest.net/~jimfoo
"You know, I never really damaged my Rover 'till I started wheeling 
with Jim." Mitch Stockdale

--__--__--

Message: 17
To: [email-masked]
Date: Thu, 9 Aug 2001 22:29:33 -0700
Subject: Re: [lro] Back pressure, etc. Long
From: [email-masked]
Reply-To: [email-masked]

I got a package deal from Allan Lockheed and Associates,  it included the
Engine Expert, Dynomation, audio tapes of a class Allan gives and walking
me through 2 engine till I have a working understanding of how to use the
tools. The package was $1090.   With out EE, dynomation Is just a stab in
the dark or you can copy what others have done before.  With EE you have
the tools to make rational informed decisions about how much air flow and
when you need it, when valves events should take place and a starting
point for an exhaust system.  this cuts modeling time and hopefully stops
you from going up a blind ally.  My local guru says expect 40 hours of
modeling for a design from scratch and claims Dynomation out to be within
3% of his brake.  Allan claims he gets 1%.  

Chris
On Wed, 8 Aug 2001 21:53:25 -0600 "Kirk Hillman"
<[email-masked]> writes:
> 
> Chris,
>     So what does this software cost now?  How does it compare to 
> Performance
> Trends?  I am about to fuel inject my 2.25, then head and 
> exhaust...
> possibly a custom intake in the future.  It would be a great help to 
> model
> the effects beforehand.  Besides, this way I could tinker to my 
> hearts
> delight working toward my goals without the cost moving toward 
> infinity.
> :-)
> 
> Kirk
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 18
Date: Thu, 9 Aug 2001 20:32:57 -0700
From: Russ Wilson <[email-masked]>
To: [email-masked]
Subject: Re: [lro] scotty's adapter
Reply-To: [email-masked]

TeriAnn Wakeman is the distributer for Scotty these days.  Drop her a 
note.

On Thursday, August 9, 2001, at 03:45 PM, G. Mugele wrote:

>
> At 12:25 PM -0400 8/9/01, [email-masked] wrote:
>> Anyone out there with the Scotty's Adapter and bushing that's willing 
>> to part
>> with it.  Or anyone know the location to buy one?
>
> did ya try contacting Scotty?  Last I talked to him he had a couple 
> dozen adaptors looking like they were ready to go.
>
> Not sure if this is still a good  one but you could try this email 
> address:
> [email-masked]
>
>       _
>     / o\_         Gerald Mugele
>    /   )-- \       [email-masked]
>   /    |            Glen Ellen, CA
> *** "In America, anyone can become president. That's one of the risks 
> you take."   ~ Adlai 
> Stevenson _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro
>

On this date in 1936 Jesse Owens kicks sand in Hitler's face and wins 
his fourth gold of the Olympic games in Berlin.

Russ Wilson

--__--__--

Message: 19
From: "Tim Czajka" <[email-masked]>
To: [email-masked]
Date: Thu, 09 Aug 2001 22:40:35 -0600
Subject: [lro] Re: Exhaust
Reply-To: [email-masked]

Marin Faure wrote:
>I am curious if, even though it's certainly possible to install headers, 
>pipes, and mufflers to let the engine "breathe" better, are you actually 
>giving up something
>in the process?
>
I am no expert, but the general rule is that better
exhaust breathing usually increases power at higher
rpms.  Shifting the power band up in rpms.  Less
low end torque.  Not really the ticket for most
off-road situations where the driver needs low rpm
torque. I don't know enough about the stock Series
flow rate to say if it could benefit from some mild
flow enhancement and/or matching intake enhancement.
Although with a 4250 rpm redline there isn't much
to work with.

I read in an article once that except for some
stock overly restrictive exhaust systems, most
modifications were not much use or even counter
productive on street vehicles that rarely see the
rpms necessary to gain much of a benefit.

As for my seat of the pants experience - a friend
of mine back in the eighties had a 1972 Buick Skylark
with a 350 V8 and stock 2 barrel carb and exhaust.
I lost count of how many hopped up Chevells and
Camaros we blew away.  It was always the same drill.
The Chevell would pull up with the engine barely able
to maintain an idle because the owner installed some
aftermarket racing cam.  Not to mention the noise
from the headers and glasspack flow through mufflers.
Probably some ridiculously large 1000 cfm carb pouring
in the fuel.

The light would turn green and away we would go - that
stock Skylark was a low rpm torque monster and that's
where the fun was on the street.  Maybe they could
have eventually caught us on some 1/4 mile track but
on the street all that expensive speed equipment was
next to useless.

Tim Czajka
1972 Series III 88

_________________________________________________________________
Get your FREE download of MSN Explorer at http://explorer.msn.com/intl.asp

--__--__--

Message: 20
From: "Kirk Hillman" <[email-masked]>
To: <[email-masked]>
Subject: Re: [lro] Re: Re:SIIA gearbox and engine in my late S1
Date: Thu, 9 Aug 2001 17:59:20 -0600
Reply-To: [email-masked]

With all this talk about SI and SII stuff, would someone please clarify
something between the two related to transfer cases (Suffix A thru D)?  What
are the sizes of the shafts holding the low range gears in the two cases?

Kirk

--__--__--

Message: 21
From: "Kirk Hillman" <[email-masked]>
To: <[email-masked]>
Date: Thu, 9 Aug 2001 23:40:51 -0600
Subject: [lro] Trasfer case ID
Reply-To: [email-masked]

How can I identify what box I have?  The main box is a SIII, but I don't
believe these were installed as a set.  How can I tell from the outside.
Can I measure the intermediate shaft for an idea?  I would like it if I
didn't have to open the box up to find out.

Kirk

--__--__--

Message: 22
Date: Fri, 10 Aug 2001 08:01:01 +0200
From: Paul Oxley <[email-masked]>
Organization: AfricanAdrenalin Safaris
To: [email-masked]
Subject: Re: [lro] Locking differential. What options?
Reply-To: [email-masked]

Rolston wrote:
 
> Paul, we countered that some buy going up to 255-85's for tires, gained most
> of the inch back.  And it look like at least the Salisbury axle casting is
> massive enough that scraping a few high spots shouldn't do too much damage.

Hi Jim,

OK, good fix. Sorry, I initially thought you were asking whether a
Salisbury was a good option for your rig. In which case my suggestion
was on how to obtain the same nett result without having to deal with
the Salisbury's disadvantages (ground clearance, loss of power/increase
in fuel consumption). Of the disadvantages the ground clearance is, as
you rightly state, not much of a concern. I have Salisburys in all my
other Land-Rovers, and have not really had an issue with lack of
clearance, but it is a factor when deciding on a diff to use.

BTW, I'm looking to use bigger tyres to achieve a bit higher gearing for
more roadspeed. Your 255x85's give you a sidewall height of 216.75mm,
which brand are these? I'm looking at BFG AT's in size 285x75 (213.75
sidewall), 295x75 (221.25 sidewall), or even 315x75 (236.25 sidewall).
Oh, I should mention that my rims are 7.5 inches instead of 5.5, so the
straightup sidewall height will actually be significantly lower in
practice. 
 
Regards

Paul Oxley
AfricanAdrenalin.com

--__--__--

Message: 23
Date: Fri, 10 Aug 2001 08:47:05 +0200
From: Paul Oxley <[email-masked]>
Organization: AfricanAdrenalin Safaris
To: [email-masked]
Subject: Re: [lro] Locking differential. What options?
Reply-To: [email-masked]

Jim Hall wrote:
 
> The other problem with a salisbury is that it is 2" closer to the tranny
> meaning you will have a really short driveshaft and could have problems
> with the angle unless you move the springs back also. You can get 24
> spline halfshafts and hardened 24 spline halfshafts and 24 spline
> lockers.

Oh, yeah! That was the other reason (sorry, I forgot). On a LWB it
doesn't make much difference, but on an 88" it would be critical.

>  Paul, what were the spiders out of and are you putting them in a stock
> (unmodified) series carrier?

The spiders (which I'm still scrounging around for) must come from a 95
or later Defender front diff, or 90 or Rangie rear. They're actually the
real trick.
 
Regards

Paul Oxley
AfricanAdrenalin.com

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