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Chicken Drumstick

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Chicken Drumstick last won the day on October 30

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About Chicken Drumstick

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    Standard is not in my nature

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    Not far from MK

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  1. What a great example, you can see how little twist there is in that photo by how straight the door shut lines are.
  2. The body config of a Defender is very easy to change, all the panels bolt on/off. So you can turn a hard top into a pickup into a full tilt (convertible). All very easy to do. The only one being different is the 110 with the extra row of doors as it uses a different rear tub. As for the NAS (North American Spec) Defenders. They all had external roll cages fitted to meet US roll over protection regulations and the chassis is slightly altered to accommodate this specific cage. These are pretty unique to the US market and were not sold elsewhere. The NAS spec also used a slightly different style of soft top, being more civilian and less military in it's design, such as having zips rather than straps. However many aftermarket suppliers will sell you a similar top.
  3. Santana have built CKD's (complete knock down kits), but their latter offerings were vehicles of their own creation, but based on a Land Rover platform. Such as the PS-10. These are not Defenders. While I love to have something different, if you want a Defender like vehicle. Put a Defender style body onto a Discovery 1 or Range Rover classic. Will be a lot cheaper for you and achieve pretty much the same thing. Or stick with a Wrangler/Bronco/Harvester.
  4. I never understand why you guys in the USA want a diesel Land Rover. The only reason we run diesels over here is down to our very very expensive fuel costs and the fact the diesel is a fair bit more frugal. But that is pretty much the only reason to want to run a Land Rover diesel. They are slower, a lot less refined, a lot more noisy and less powerful than a good rover V8. And generally with a worse weight distribution too. I'm not knocking the diesels, in their own right they are good engines (I run a diesel Land Rover and have had multiple examples). But a Rover V8 Defender is far superior at almost everything. The only real negative for the V8 is they tend to like water less than a diesel if you are doing a lot of wading.
  5. Not being mean, but the D3/4 & RRS (L320) all have a separate chassis too, so getting this wrong makes me doubt your claims somewhat. Where are you lifting the Defenders from to cause such issues? If you are putting it on a 2 poster lift and lifting on the body outriggers then maybe I can believe what you are saying. If you are placing them under the main chassis rails I find it very unlikely. Lets face it, you can mount a lifting crane or high lift onto a Land Rover chassis, if it is as flexible as you claim, this would not be legal or safe.
  6. All the info is in the Steve Parker guide Clocking the turbo does require drilling a couple of holes iirc. Could always get an engineering firm to do it for you. The reason for doing this is the location of the turbo on a Discovery engine, if you don't clock the turbo you will have issues fitting the pipe work, due to the design of the Ninety's inner wing.
  7. No adapter, but you will want to drill and tap one of the blanking holes most likely, so that it can be bolted up correctly. For the conversion I would also advise buying a conversion downpipe, the Steve Parker one works and just fits without messing about. And also "clock" your turbo. Conversion info here: https://www.steveparkers.com/conversions/200-tdi-discovery-engine-conversion-kits-into-90110-4-cylinder-land-rovers/ Parts here: https://www.steveparkers.com/product-category/conversions/200-tdi-discovery-90-110/
  8. Try fitting a new oil cap, even if it looks ok.
  9. Interesting video here. The D2 has slightly better tyres on, and the D3 is still immensely capable. But what I thought was interesting, is just how much more the D3 had wheels in the air, even on the way down the hill. And how you really could see it flexing less, despite the cross linked air system they have. It also seemed to put itself into panic extended mode, but no idea why. It certainly didn't help it's cause and made it flex even worse. Basically, as cool and as capable as the IFS/IRS LR's are, I personally think it is a crying shame they don't offer anything with live axles these days.
  10. Disco 2's are very good vehicles. But very much a traditional 4x4 with live axles and ladder chassis. This makes them pretty robust and durable for mixed use. They won't ride the best nor give a car like driving experience. But they are fully capable on the road. ACE (Active Cornering Enhancement) is truly impressive on them. They should feel like a step up from a Defender, but with a similar feel about them. They do have some electronics, but by and large all fairly simply and few things to truly stop you getting anywhere. Some have rear air suspension, which can be a bonus, but isn't a must have. Do watch for some chassis rot and leaking ACE pipes. As well as leaky sunroofs. Td5's are nice engines, although a bit of slug when coupled to an auto. The V8 is more juicy, but smoother, faster and more refined. However manual V8's are rare. The D3 is a superb bit of kit. But a totally different ballgame. It is a very different type of vehicle, much bigger and heavier and far more car like to drive. The Independent suspension make them ride quite differently and feel very different in the corners. They lack ACE however and can feel a bit rolly compared to a sorted D2. But they are vastly more complex in terms of electronics with a lot more that could potentially go wrong. The only manual in the D3 is with the 2.7 TDV6, however most are utter base spec models. Which is a shame as they don't have air suspension (they have independent coil) and you don't get the full Terrain Response system. Although on road you may not notice either of these things.
  11. Steel wheels are nut centric, i.e. they centre on the wheel nuts which are beveled. You want plain spacers for these ideally. As the centre hole in the steel rims varies from make to make. And they may be a tight fit on a hub centric wheel spacer. Alloy wheels however sit on the hub and centre on it, the wheel nuts are flat and simply hold the wheel on, rather than centre it.
  12. What do you want to do with the vehicle? i.e. intended use. And do you want something to tinker on or modify?
  13. That would seem like a rather knee-jerk over reaction.
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