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SteveG

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Posts posted by SteveG

  1. Got to agree with you there about ECU's Chris. Also look at the amount of RR V8's running ok with elctronics.

    I also have direct experience of off-roading for 3 1/2 years a RR with more computers than the Apollo spacecraft (according to BMW anyway) and never had an issue.

    TDI's seem to have plenty of engine issues that are not fixable in the field. Why is this different from an ecu going belly up? Which also as Chris says - how often does that happen.

    Cheers

    Steve

  2. Take a plastic drinks bottle, warm it up so the air inside is nice and warm (sit it on a radiator for a bit), and then put the cap on. Put it in a sink full of cold water. It will be "a little smaller" once the air inside has cooled down - the same thing will happen to an unvented fuel tank, and even more so if there is a 4.5 litre Eales sucking hard on one end as well :lol:

    I have seen a RR with a blocked vent pipe and the fuel tank only held about 30 litres after it had collapsed!

    Just asked as it seems latest tanks on p38 and l322 RR are not vented as there is always a pressure differential when the cap is undone.

    Cheers

    Steve

  3. Steve,where's it?

    I couldn't see any ad on their site,that's why I asked...

    Hi Michele

    It's in latest copy of LRO. Daves's running a nice new one page ad. I can't scan it in, but maybe someone else can.

    Anyway one section of it says "Products Cuirrently Under Development" with CV Joint,Cush Drives and Drive Flanges.

    Text for CV's is "We are developing two CV joints as direct replacement for the early 23 spline and later 32 spline CV i.e. the early and late models. {that bit must be for the thickies!! hehe :lol: } The joint is a complete makeover with smaller balls, allowing greater wall thickness and higher grade steel for the inner and outer members. the combinationof changes results in a much stronger CV that can be retrofitted ina stock housing"

    Couldn't be arsed to type out the rest,but basically the cush drives are there to help absorb shock loads on HD shafts and the drive flanges are bling ones similar to Maxi-Drive ones to accomodate HD shafts, pics for both of these were shown.

    As most of the readers of LRO don't know what a CV joint is,I suppose you could still say it's secret!! ;)

    Cheers

    Steve

  4. And I'd beg to differ about over inflating them on the highway.

    Overinflated will just cut the centre out in no time and make them skittish.

    Who said anything about over inflating them??? They will wear more and won't handle as well if they are run on-road at 20psi or less.

    Cheers

    Steve

  5. Margarin?

    :D

    Or Maraging?

    BTW Will,any new about those blingy CV from Ashcroft?

    I asked on the P44 BB but no reply...is it too much Top Secret yet?

    Can't be that top secret as they are mentioing them in their latest ads as under development. Using small ball bearings to increase thickness of outer ring.

    Will when you get a chance to post some more pics, can you post one of the pattern NAS/50th central housing you installed. I assume that you got this from Ashcrofts??

    Also Will, why are you planning to increase performance of TGV 2.8i that much?? If it drives ok now, why potentially reduce reliability for some more bhp? If your answer is "because I can" that's a good answer

    :):)

    Cheers

    Steve

  6. Yeh, But in that situtation does where the ,Eerrrr, torque go matter????????

    Surely you just want to get everything back to normal as soon as and crack on....

    Or is this one of those wierd scientific threads and i'm once again out of my depth?????? :lol:

    Errrrrrrr......

    Jim ;)

    Of course you can have torque without resistance.

    Power = Torque x RPM (or rotational speed)

    HorsePower = (Torque x RPM)/5252

    No resistance or load factor in any of those two equations

    And an open diff is a torque splitter. The problem I had before was understanding that when it's locked it's providing the same amount of torque to both axles.

    Cheers

    Steve

  7. There can be no torque applied if there is no resistance to the turning of the output flange.

    the wheels in the air turn as the wieght of them and the other drive train components offer a resistance so torque is applied far less then the wheel on the ground that if it were a front one wold quickly destroy the CV anyway :D

    hence the need for care when any wheel is in the air as the torque being applied is greater.

    How can this be with a locked diff. Torque is just a measurement of force required to move an object over a distance. With a locked diff there is no way the force on each half shaft can vary. Yes? Otherwise it's just like an open diff.

    So the force is there all along whether there is a load or not. True?

    As you know with an open diff the reverse is true, if there is no load there it gets all of the force. If the wheel suddenly finds traction you have to be careful as you are for an instant putting all of the force through a single wheel.

    With an axle diff lock in locked position both wheels are turning at the same rate all of the time irrespective of load on each. With it locked there can be no way that the force or torque is varying between each wheel.

    Cheers

    Steve

  8. if you think about a single axle with the diff open. You raise one wheel in the air, the open diff will give the wheel in the air 100% of torque - Yes?

    Ok so if you now lock the diff, both shafts will now share the torque equally and rotate at the same rate-Yes?

    So does the front diff truly divide the available torque because it can't give both 100%. If any engine gives out 200lb of torque at say 2500rpm, there's not 200lb at each wheel. Surely if each wheel has the same amount of traction the each will be getting roughly 50lb. It couldn't be giving 200lb to each otherwise you would have a 200lb engine putting out 800lb on the road. Would be good ifyou could, but it's not going to happen.

    If your examples are true and let's say you had front and rear diff locks and centre diff lock all in the locked position and let's say you have three wheels in the air. That means that the single wheel on the ground would be getting 100% and all the others 0%. But if that's the case why does the other axle with two wheels in the air turn?? And if it were to find traction it would have the force to move. The diffs wouldn't start to suddenly put the torque back - it's because it was there all along. Surely this is correct? Yes?

    So what's happening. Surely with a centre diff lock in and just one prop-shaft it's going to get half the torque irrespective of whether there is load or not, or am I wrong?

    Cheers

    Steve

  9. if you remove the front propshaft and lock centre diff lock. The diff lock will divide the torque equally between both front and rear outputs whether there is a load or not. Therefore the front propshaft will receive 50% of the torque.

    True or False. If false give your reasons

    Cheers

    Steve

  10. Yes you need permission, insurance etc it's quite complicated actually.

    I think they actually prefer it if it is like this to put 4x4's off. Last time I was there I spoke to one of the Rangers that had been called out and he said the problem with only opening the few months of the year they get some real "Persons Resembling a Pink Starfish" going there. They get called out 2-3 times a day by ramblers and mountain bikers at the weekend when it's open reporting 4x4 drivers.

    Had to agree with him as when I was up there last a group of about 10 assorted 4x4's had driven up on to the grass section at the top of the gap for either a better pic or group photo. It was that bunch that was reported and that he'd cometo meet.

    Cheers

    Steve

  11. Hi Geoff

    It was there this time a year ago and in same condition in March, so I assume that there is no immediate rush to fix it. Before it was usefully filled with rocks and the logs that fling up and smash the underside of the LR :rolleyes:

    cheers

    Steve

  12. Hi Scotty

    I have them on the Hybrid and they've been fine. If they come in different densities, I have no idea about the ride then because I haven't a clue what I have on there. But the ride is not harsh and as you know they articulate/dislocate ;) no problem :)

    I went to change out mine with RR HD Police Spec (Red/White) ones as the hybrid had a lean on drivers side. It turned out that there was a small bit of tiredness in springs but lean was still there. So fronts stayed on and I used spring isolators to takeout lean. I left the RR springs in the rear and it showed that the yellow springs weren't as hard as the RR ones.

    So nothing really helpful there ;););)

    Cheers

    Steve

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