Robert Davis

Were you able to figure out how to use the solar as a priority and limit the DC to DC at a fixed amperage? I wasn't able to do it.

I tried to work all this out with my own wiring and relays then finally realized that a special product solution was required. Look into Redarc as the solar takes priority before the alternator draw takes place with their DC to DC controllers. They are not cheap, but work flawlessly, and once installed are reliable. It allowed me to move on to other things knowing the maintenance and charging of the main car battery and auxiliary battery bank were covered, even if you have a large inverter and want to eliminate gas and cook with electricity only. There units also protect your alternator by limiting the max charge amperage draw to 20, 40 or 50 AMPS max. On another note, I am looking for a set of folding seats for a project. If dormatic seats came in your Bedford and you would consider selling them, please keep me in mind.

Interesting looking rig with the Defender tub mated on the Disco.

Nice tread. Makes one want to do something with one of the Disco's that are sitting around rusting away.

Agree the the advice was referring to the injection pump verses lift pump.. Only the 2.25 still used the older style CAV IP that fit into the "distributor hole" of it's petrol counterpart. When the 12J was introduced LR switched over to the Bosch IP, but kept the same early CAV Lucas style sandwich filter that was used on the 2.25. The 200TDI used the later spin-on style filter that was also used by the 300TDI. I believe all the lift pumps were the same from the 12J to the 200TDI. The only real difference in the fuel routing was the return line on the 200 and 300TDI verses the earlier diesels. On a 200TDI the spill-over line joins with the return line and goes straight back to the tank. On the 2.25, 12J, & 19J, the spill over line goes to the top of the sandwich filter via one side of a banjo with the other side to the tank. The return line from the IP then enters the inlet side of the sandwich filter. In theory. any trapped air is supposed to rise into the banjo and get pushed out and back to the tank. This theory is flawed because the fuel loop allows the trapped air inside the filter to get sucked back into the feed and back through the IP again and again. The routing makes the sandwich filter more difficult to bleed. The 300TDI introduced a sedimenter that will trap water and particulate. Installing a sedimenter on an earlier vehicle will trap water and particulate that will otherwise end up in the filter. To make the sandwich filter easier to bleed on all models: You can join the spill over line to the IP return line and send it back to the tank separately as long as you plug up the inlet port on the sandwich filter where the IP return line was connected. The same is true of the banjo, but if you don't have a second plug, you can still join the spill over line to the IP return line and let it go back to the sandwich filter as long as you substitute a solid bolt for the banjo bolt. in this way, any trapped air is prevented from entering the filter and cycling back around.