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Everything posted by uninformed

  1. Thought I’d give the grinding and welding a rest this arvo and do some different grinding…. CV blueprinting (stress relieving)
  2. In short, yes. (To everything you stated lol) The cylinder will be supported by two beams (one either side) , the work table (adjustable in height) will be the same design and beams, that’s why I need 4 of them. Most hydraulic presses have the cylinder sandwiched by two beams of sorts, if PFCs are used (Parallel Flange Chanel) , which I am, then the common practice is to have the frame uprights attached to the webs (PFC orientation is toe out) . Due to locational restraints, I’m attaching my uprights to the outside of the PFCs, hence the flat bar welded in the ends. This is not ideal structurally, but it allows more room between the uprights to pass jobs through. The added webs are bent and from centre are going outward because looking at the set up from above (plan view) gives the force line going from the cylinder outwards to the four mounting points, like a X. Yes there is definitely twist or torsion to deal with. There will be crossmembers on each end between the beams to deal with this. Boxing the PFC in parallel would have made it more symmetrical but I need clearance on the flange for bearings to run so I can tram the cylinder left and right. It will become more obvious when I get the components together, and as said I’ll flick up a thread in the tool section.
  3. When I get more of the components fabricated I’ll post something up in the tool section
  4. Thanks mate, but average at best when compared to the real deal. It’s not my day job so going ok I guess you should check out some of the trophy truck builders. Heaps on Instagram. Simply incredible workmanship. While F1 and aerospace have long moved onto different construction methods, these guys rival or better similar work I’ve seen done on previous F1 or high end cars.
  5. Not much of an update, Ive been sorting and researching various bits and bobs, chipping away at my press build. Given the cylinder size (50 tonne), the press width, and my beam size, it was pointed out to me that bending would not likely be a problem, but the shear capacity of the web could be borderline when the cylinder is trammed over to one side. I have added a 6mm web, somewhat following the resultant force line. There are still some other issues to deal with due to my design of the press structure, but these will be resolved as I get to them.
  6. Here is some added reading: https://www.aulro.com/afvb/projects-and-tutorials/278232-how-make-defender-quieter.html
  7. Turning the heater on does not change coolant flow. The coolant is ALWAYS flowing through the heater matrix (small radiator), all turning it on does is move a flap to change the air flow direction so the air passes over the heater matrix and into cab. The factory temperature gauge is terrible. It has a very broad range in the “normal” position and by the time it moves and you notice it, it’s too late.
  8. All I know is people eat a hell of a lot of pizza and can’t clean their own pools….
  9. Hey all, I posted this same question in the RR sub forum, but I’d like to confirm with D1 shafts as they ran a different CV and I’d hate to assume… im looking for some measurements from a factory original early D1 front inner half shaft must be 10/23 spline from the 200Tdi (I think!) vehicles #1 - I’m looking for overall length(s) #2 - the measurement from the very end (CV) of shaft to the diff side of the shoulder the bronze thrust sleeve runs against #3 - the measurement from the very end (CV) of shaft to the shoulder the steel spacer ring seats against hopefully these pics of a D1 shaft will help. Verniers would be preferred but a steel rule will do if you don’t have them. cheers.
  10. Hey all, im looking for some measurements from a factory original RRC front inner half shaft must be 10/23 spline from the pre 85 (I think!) vehicles #1 - I’m looking for overall length(s) #2 - the measurement from the very end (CV) of shaft to the diff side of the shoulder the bronze thrust sleeve runs against #3 - the measurement from the very end (CV) of shaft to the shoulder the steel spacer ring seats against hopefully these pics of a D1 shaft will help. Verniers would be preferred but a steel rule will do if you don’t have them. cheers.
  11. I’d definitely stay away from LR stuff, especially for the rear. Given its rear wheel drive, the diff /axles will see all the power/torque and even built Rover diffs are marginal another thing to consider, the stiffer you make the housing the more force the stub axle absorbs (housing will absorb very little) LR stub axles are not great in strength given their size.
  12. Avoid Salisbury type housings is my opinion. Over heavy centre section with abrupt change in stiffness at axle tube connection. Yes they can be braced but again overly heavy due to the nature of the housing type. There is a reason no trophy truck, 6100 or top end ultra 4 ever use Salisbury type housings. why not full floating y61 axles braced (properly) I also think Mitsubishi shogun rear solid axles fairly stout.
  13. Finally bit the bullet and started building my hydraulic press. If nothing else, it should test my welds!
  14. No the best photo, but 16 degrees of cross articulation. This was set by the bump stop gap on the droop side determined by shock length, and jacking the compressed side until that side chassis starts to lift. The compressed side just touches the bump stop. Engine, gearbox and t/case are still installed. There potentially will be a touch more down pressure on the compressed side in the situation where the rear axle is articulating the opposite way and loading torsionally through the chassis to the front. The Nissan Patrol bushes are definitely more compliant than the LR equivalent. As a point of reference, the rear A frame ball joint only has a maximum of 30 degrees range of movement in one plain ( 15 degrees to one side if there is no fore/aft movement) …
  15. I figured the relationship between spring height and castor change was a given…. But there are factory specs and I thought maybe someone new the specs for the Tdci. The 3 as new Tdci at the dealer, all in stock form, showed the same gap between TR and RA regardless of the bump stop gap/spring height. (130 being approximately 100mm and the 90s being closer to 75mm) The fully restored RRC definitely had a closer gap, (by the ~10mm) as with the restored 1997 camel trophy 110. As I stated, I have, and are trying to eliminate the variables. Track rod dia has been accounted for with data collection. Again I have specified stock radius arms, no offset bushes or slotted/rotated swivel balls. For the RA bushes to be worn out enough for the TR to RA gap to reduce by ~10mm on a Tdi, the vehicle would be undriveable. And across multiple vehicles seems unlikely…..
  16. Yes when I get a chance I’ll do some part number trolling, but as you say, number superseding and random changes could be a problem. I would suspect a possible number change regarding swivel housing (maybe) when they went from Tdi to Td5 with ABS as the ABS sensor passes down through the top swivel pin. Whether it’s just a change in the pin, swivel ball , housing or all 3 I don’t know….
  17. I have compared my 1998 Tdi Defender and Disco 1 96-98? Swivels, both TRB of course. I have been given TR to RA clearance measurements from two more 300Tdi Defenders. All are the same. I noted the difference visually (no tape measure unfortunately) on three separate Tdci’s (130 & 2x 90s) whilst looking at a display at the local LR dealer. I had that confirmed by a Tdci owner with measurements. Conditions were - must have stock radius arms, no slotted swivels or offset bushes. On flat ground, steering in the straight ahead position and no articulation. There is definitely something going on. Castor change may just be a byproduct of pinion rotation….
  18. Possible for sure. I’d love to know the castor and pinion angles of a stock Tdci. That would provide more information. Given that LR were stripping out by way of cost cutting many bits on the Tdci, I’d be surprised if they made whole new castings for the swivel housings (maybe it was just a change in machining, but why would the keep the castor, pinion and housing the same and just clock the swivel housing?) Having the RA brackets clocked around a few degrees would not cost much other than the initial change to design cad and this would provide a pinion angle change, and as a by product, castor change. a lot of guessing though…
  19. The front radius arms have inherently more roll stiffness than the rear link set up. In essence the front is a big anti roll bar. Fitting one to the rear only can balance the front and rear roll stiffness.
  20. Hey all, I have come across a difference in the front ends of Tdci to at least the Tdi Defenders. There is a larger clearance between the track rod and bottom of radius arms on the Tdci versions. I have checked and the radius arms are the same depth at the point where the TR passes under them. So I’m wondering if there was either a pinion or castor change (or both). I was thinking maybe pinion change due to the different drive line angles of the Tdci. The difference is approximately 8-10mm which would equate to at least a 2.5 degree castor change (more) thoughts?
  21. Got the Nissan bushes pressed in (really need to build mine) and bolted the arms and housing up. Castor and pinion are on point. 3 degrees at ride height and pinion is spot on for the double Cardin shaft. still lots of clearance checking to do and double check.
  22. No. that’s a added 4mm infill plate (both sides) over the top of the main webs. Looks worse than it is because I gave a quick sand and it highlights the highs/lows due to the heat discolouration left in the lows. But it is also not as pretty as the main web passes. Pre heat and no peddle makes it a little more tricky. They will do the job though.
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