Don Del
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Posts posted by Don Del
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The damage has occurred to one of the brass inserts.
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3 minutes ago, L19MUD said:
Can you share a picture of the plug? That may help people identify it
I was just thinking about doing that! Should have done it before.
Cheers,
Del
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I am an expat living in La Paz, Bolivia, and I have a 1999 3.5 V8 Defender 110 Station Wagon. About 10 years ago I installed a Megajolt system from Trigger-Wheels and it has worked without any problems and I am very happy with it. Unfortunately last week when a mechanic was changing the suction hose to the power steering pump some damage was done to the plug connecting the shielded cable to the sensor meaning that I have to source a new plug. One of the ways I could do this is to contact Trigger- Wheels and source one from them but the thought of having to shell out around 25 pounds in courier charges for something probably costing around a fiver is making me a bit reluctant to choose this option. From the research that I have done I understand that the position sensor used by Trigger-Wheels is sourced from a Ford Focus. If somebody could confirm this or give a different answer I would be obliged. There are numerous parts suppliers in La Paz and with the old plug as a sample together with some basic information on the vehicle it was originally sourced from I am fairly confident that I will be able to find a replacement.
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5 hours ago, smallfry said:
Not so fast. While it is true that ANY manual flywheel from any year Rover V8, car or 4X4 will physically fit the 4.6 engine, it depends if you are hoping to retain the original THOR (Bosch) engine management (assuming a Bolivian spec vehicle is fitted with it)
If so, you will need a manual flywheel from a Disco 2 4.0 (not 3.9) as this was the only other Land Rover vehicle fitted with this system AFAIK.
I have got one here, but it is a bit far away !
Thanks for that! I had been toying with the idea of of installing a Megasquirt system which now no longer seems to be a "nice to have" but essential. Pity about your flywheel as well.
Cheers,
Delwyn
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Gentlemen, many thanks for the replies! One less thing to worry about.
Delwyn
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I am giving some thought to swapping out the 3.5 V8 in my 1999 Defender 110 with a 4.6 V8 from a 2003 Disco 2 which I know is available. One of the most obvious initial problems is that the Disco motor is from an automatic. Is it possible to swap the flywheel across from the 3.5?
Cheers,
Delwyn
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9 hours ago, FridgeFreezer said:
@Don Del if you know the part number of your temperature gauge that would probably tell us the right sender.
Failing that it's quite easy to ditch the whole thing and put in a universal VDO Vision gauge & matched sender.
I have an Engine Guard system installed with senders on both cylinder heads so I am not too worried about getting caught out with overheating. What I would like to do is get the installed temperature gauge working as it should. I am probably being a bit obsessive but it really bugs me.
Del
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20 hours ago, Maverik said:
Your truck sounds quite cool, post up a picture.
Have a look at PRC2506 this could be helpful?
It doesn't seem too expensive and looks to be in stock at verious place, it could be worth a go.
That is what I was hoping as well but when I spoke with my usual UK supplier, MM 4x4, a while ago they told me that the thread is difference so a non-starter. Thanks for the suggestion anyway.
I bought the truck in 2010 when it had just under 50,000 miles on the clock and I have put another 40.000 on it so it is just about run in! As requested I have attached a photo (hopefully).
Cheers,
Del
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My vehicle was a special build imported into Bolivia for the United States Drug Enforcement Agency and is a 3.5 with SU carbs. The part number I obtained from the LR parts manual for VIN XA159807 on.
Del
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I am located in Bolivia and have a 1999 Defender 110 with a factory fitted 3.5 v8. I have been trying to source a replacement water temperature sender part no. YCB100400 without any luck. I thought I would try this forum for suggestions as to a possible source or maybe an alternative. Any suggestions are welcome.
Cheers,
Del
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Thanks for the reply. You have summarised my thinking. I have checked and cleaned the sensor spade and the connection. The prospect of checking the sender wire does not fill me with joy but I will have to do it. As far as the sender unit is concerned I would have thought it would be either working or not working but I am only guessing, do you have any thoughts?
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I run a 1999 V8 Defender 110 Station Wagon and recently the temperature gauge has started playing up. Occasionally after getting up to operating temperature, and sometimes during warming up, the temperature gauge needle will fall back to approximately half way from the start position to the running position over a period of a couple of seconds. Then after about ten to fifteen seconds it will go back to its previous position. This fault occurs intermittently. I have an Engineguard fitted with temperature sensors on both cylinder heads and this is not displaying any change in temperature. I have bled the cooling system and checked the electrical connection to the temperature sensor.
Any suggestions about possible causes welcomed!
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I finally got around to installing the Piper 270 camshaft last month and I have been very pleased with it. A couple of weeks ago we went to a place about 110 km. from La Paz that we go to reasonably often located at 1,500 metres a.s.l. and on the return trip the truck was able to hold third gear for most of the way on the long climbs. As this was the main reason for the camshaft change I am more than happy. The performance on the flat has been noticeably improved as well.
Cheers,
Del
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Gentlemen, thank you for the input!
Del
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14 hours ago, garrycol said:
I have always used sealant and not had leaks. Started using sealant because one fitted at the time was sucking in air and causing running issues.
Out of interest what sealant did you use?
Del
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I am finally getting around to my planned cam change on my '99 3.5 V8 Defender 110 Station Wagon and I am in the process of sorting out the various steps. One of the areas I would appreciate input on is the installation of the new valley gasket. The replacement I have is the later type and I haven't been able to find any clear recommendation regarding the need for additional sealant during fitting other than the occasional recommendation to use blue Hylomar around the water passages. Any recommendations will be gratefully received!
Cheers,
Del
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On 1/21/2021 at 2:08 PM, smallfry said:
It would, but the problem is that the air is thinner (less pressure) at that height. So although the different cam may help slightly, you are still only relying on the outside air pressure to fill the cylinders.
The real solution is a super/turbo charger. Or a bigger engine, or one that produces more torque in the first place. Like a diesel
The Torquemax or equivalent would be my choice BTW. Reasoning being that less revs will give the cylinders more time to fill, and give you enough to use a higher gear.
The carbs are always going to hobble you though. EFI would be a good choice.
Even diesels require their fair share of oxygen and suffer from the same power reduction problem. I have ordered up a 270 and the various bits and pieces necessary to install it which should all be here by the end of next week. When I have got it installed and tried out I will report back, hopefully positively!
Cheers,
Del
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6 hours ago, missingsid said:
Life just above sea level is much easier!
You are not wrong!! 😕
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42 minutes ago, FridgeFreezer said:
If you had more torque lower down you wouldn't have to thrash it though?
Then again, as you've already got megajolt on there it's a small jump for upgrade to Megasquirt and EFI, with an optional 2nd MAP sensor to sense atmospheric pressure it can apply barometric correction for altitude automatically.
The mid rev range of 2,500 to 3,500 rpm roughly equates to 30 to 40 mph in third which is where I am getting grief. The engine is on SUs and I have a lambda sensor and gauge installed which I use to reset the carbs when the elevation changes by around 3,500 feet
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3 hours ago, missingsid said:
Looking the the choices there wouldn't a Piper Torquemax possibly be a better choice.
For my off road needs the standard cam provides adequate performance. Where it lets me down is on the tarmac. As you can appreciate in the part of the world where I live you can spend a lot of time either going up or down hills with a change in elevation of 7,000 ft. in a 60 mile drive not being uncommon. The most common gradients I encounter at altitude just prevents being able to hold third gear at around 35-40 mph. This results in a lot of the time being spent thrashing the truck in second followed by a brief spell in third before having to change back to second. The cause of the problem is the drop off in power with altitude due to the reduction in the oxygen in the air, in La Paz there is only around 65% of the amount at sea level. For that reason I picked the 270 to, hopefully, get a bit more power in the 2,500-3,500 rpm range.
Del
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2 hours ago, smallfry said:
Yes. Definitely the earlier gear driven pump, you you need a long nose camshaft. As others have said, a 3.9 Efi cam works well.
Thank you for that confirmation. As far as the camshaft goes I have decided to go with a Piper 270 from RPi.
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14 minutes ago, missingsid said:
Me too, once I removed the worn out dizzy it starts and runs perfectly.
I had fitted a new distributor abut a year prior to the Megajolt installation but it still made a significant difference.
Del
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18 hours ago, FridgeFreezer said:
I spied a Ford EDIS-8 module in one of the photos running the ignition, a decent choice combined with the megajolt.
I installed the Megajolt ignition system back in 2012 and it has been one of the best changes I have made to the old truck! It took a little while to get the ignition map sorted out but it is now working like a charm.
Del
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23 hours ago, smallfry said:
OK, I see now. You omitted that small detail 😄 Can you post a picture of the housing that the oil filter screws onto ?
This will confirm what oil pump you have, and which sort of camshaft you will need. If it has V belts, it SHOULD have a gear driven pump, and therefore a long nose camshaft, but some odd things do turn up from time to time.
I have attached a couple of photos of the oil filter cartridge mounting which looks to be the pre suffix B straight gear type:-
Any feed back appreciated.
Del
Megajolt Crankshaft Position Sensor Plug
in MS-Megasquirt/Jolt
Posted
When you say standard injector or junior timer connector could you possibly expand a little for the uninitiated?
Cheers