Bull Bar Cowboy

Yes, the ECU needs to see a good 12 volt on pin 28 before reliable comms can be established. However, with some older laptops that have an RS232 output you can be fooled into thinking you have comms as it will sometimes wrongly report a link success .......

Welding DMF's is often done on both Ford Mondeo and Treansits as a cheap alternative, however, the results are very variable. Generally the result is a nasty vibration and is dependent upon how good the welder was ! I guess it might be OK if you could re-balance the DMF before refitting.

Sounds like you have the wrong UJ …….. there are 2 types and one is about 6mm longer than the other, but the cups are the same diameter…………..

No, just lock the ring in place ........... i.e. just carefully knock it around in a clockwise direction and this clamps and compresses the neoprene gasket washer due to the tapered edges of the locking ring

I think I read somewhere that Croytec now do the latter gearbox shift pattern .............£46 each Here you go .......... http://www.croytec.co.uk/products.htm

Yes, definitely a 'burn' ........... as my right eye can testify for the rest of my life ......... My vision has a permanent small 'spot' caused by arc eye. Although these days I use a speedglas helmet and pay a lot of attention to PPE........ this was not the case 25 years ago and have suffered the consequences........ I guess when you are younger, you think you are indestructible ! In those days 'welders Flu' was also a common occurrence from stick welding Galvo in confined spaces ........ hey ho

I voted KAM because the locker concept is simple and there are multiple ways of engagement. However, the only down side is more complex fitting and the installer must have the ability to undertake oil tight welding. I have fitted 3 for different folk and all have been fine ……….. not the same could be said of KAM CV’s, but that is not the question posed here. Also, it seems that there is a member of the KAM team who openly perseveres with an inferior ARB product. I really think the KAM team should sort this out and ensure that said baldy shortar$e muppet is made to use and support the KAM product, even if it does mean beating the sh!t out of the vertically challenged dwarf on a daily basis.

Well, I guess everybody on this thread is correct in one way of another, however, MS is more intelligent than the above statements suppose…………….. Using the public highway as a rolling road is the poor mans answer to tuning. However, you will always end up with a map that only has the useable sites tuned pretty much on the nose. There are some sites (quire a lot actually) that never get visited during various drive cycles and these sites tend to be best guesstimate numbers. So, when Nige changes his gearing the useable part of the map changes and he starts to visit the edge of some of the previously unobtainable sites. The fuelling algorithm number crunches the required sites and becomes staggeringly obvious that the map needs a tickle around the edges to bring it into line. The sites that are difficult to manage in this scenario are high RPM and low RPM at both light and heavy loading. Is also difficult on the rollers, but near impossible in a drive cycle. The best dynamic range can only be achieved by removing the engine and placing it in the engine dyno environment………. That way the rev range and full dynamic loading can be explored in detail. MS on its own actually does quite well and the blend is not quite as portrayed above. When logging is taking place the ECU also returns a run state code that is part of the log file data and filtered to remove the obvious anomalies such as acceleration enrichment etc. This is achieved by setting various bits in a 6 bit word. The decimal run codes are, 1 = Running 2 = Cranking 5 = Running and afterstart enrichment (this includes settle time) 9 = Running and warm-up enrichment 13 = Running and afterstart enrichment and warm-up enrichment (the cross over phase) 17 = Running and acceleration enrichment 25 = Running and warm-up enrichment and acceleration enrichment 33 = Running and deceleration lean off All the above combinations are filtered to leave just the steady state running info. Also add to this that with a WB linear probe the software can be preset to a target lambda map and the VE map is then updated as required. Further filtering can be applied to limit the rev range data and also to apply an IAT correction curve. For me, given the option, then I would always opt for the engine dyno, followed by the rollers and lastly the ‘on road’ testing. However, the first two options are expensive and at the end of the day you only really need the useable portion (drive cycle) of the fuel map to be correct. However, setting the spark map does really require the dyno and MBT requires to be measured. I found setting the high end of the map incredibly difficult on the road and I ended up doing all my runs in the early hours of the morning........ often running into 3 figures and using smaller diameter tyres to give me the load I required.

SAND is NOT magnetic

TBH the best way I have always found when using the rollers is to go for MBT, then a straight line lambda, then recheck MBT.

The nut should be on the fuel line, and according to microcat the fuel line is M12 male

How very true Dave ............ even a bigger issue with the -24V rail uW equipment ! Have you ever noticed how the TO3 version always seems to go into self oscillation just before shutdown Big heatsinks help but its not the complete answer ...............

No, it will never work satisfactory for a whole host of reasons. Use one of these ........... its just a 3 amp 7805 ! http://uk.rs-online.com/web/search/searchBrowseAction.html?method=getProduct&R=2987252

The Road Vehicles Lighting Regulations 1989 covers the construction and fitting, the use is governed by other laws. They must be no more than 400mm in from the side of the vehicle and no more than 1200mm in height. You must have not more then 2 fog lamps. Here are the main words Requirements about the use of headlamps and front fog lamps 25.—(1) Save as provided in paragraph (2), no person shall use, or cause or permit to be used, on a road a vehicle which is fitted with obligatory dipped-beam headlamps unless every such lamp is kept lit- (a) during the hours of darkness, except on a road which is a restricted road for the purposes of section 81 of the Road Traffic Regulation Act 1984 by virtue of a system of street lighting when it is lit; and (b) in seriously reduced visibility. (2) The provisions of paragraph (1) do not apply- (a) in the case of a motor vehicle fitted with one obligatory dipped-beam headlamp or a solo motor bicycle or motor bicycle combination fitted with a pair of obligatory dipped-beam headlamps, if a main-beam headlamp or a front fog lamp is kept lit; (b) in the case of a motor vehicle, other than a solo motor bicycle or motor bicycle combination, fitted with a pair of obligatory dipped-beam headlamps, if- (i) a pair of main-beam headlamps is kept lit; or (ii) in seriously reduced visibility, a pair of front fog lamps which is so fitted that the outermost part of the illuminated area of each lamp in the pair is not more than 400 mm from the outer edge of the vehicle is kept lit; © to a vehicle being drawn by another vehicle; (d) to a vehicle while being used to propel a snow plough; or (e) to a vehicle which is parked. (3) For the purposes of this regulation a headlamp shall not be regarded as lit if its intensity is reduced by a dim-dip device.

Yes I wasnt sure if the def was a 1.4......... all I know is the prefixes were different. TBH the box can be a T or a Q as it will be the strongest part of your drive line......... my 04 Jeep (2.8L Auto ) is very high geared , but that works well and its a treat to drive.............even on steep hills it hangs onto 5th (OD) right down to 1200 rpm...........

That engine develops a lot of torque so it maybe OK ................... The xferbox you have is probably a 36D or 37D prefix (Disco) ............... I think you will find a 38D or 40D prefix (defender Q boxes)is 1.4

Micky has it on the money …………… and I guess the RR wont be hugely different........... Assuming the engine is in good nick, then a 3.5 / 3.9 in a 90 with a 1.2:1 xferbox produces what I would call marginal gearing ………. With a manual box that makes 5th gear 29mph / 1000rpm which is slightly too high when the vehicle weight / cd is taken into account. With this gearing 70mph is 2409 rpm, which is under the peak torque band for the EFI engines. This makes changing down to 4th more than an option on short steep hills and long motorway type inclines. However, 4th is slightly undergeared @ 22.37mph /1000 rpm. Put a reasonable weight trailer onto this combo and driving is very laborious indeed. Changing the above to a 1.410 xfer box provides for a much more spritely drive. 5th now becomes 24.73mph /1000 rpm making 70 mph 2831rpm which is bang in the middle of the peak torque band for the EFI engines. I guess a 4.6 may be OK with the higher ratio box but the 3.5 / 3.9 certainly isn’t as proven with the 50th 4L defender. Leaving the xfer box at 1.32 and changing the diffs to 4.1 gives a very slightly higher gearing than a 1.4 xfer box and std diffs, however, as has already been noted, with 4.1 diffs you get the benefit of overall lower low range gearing. Having driven most of the above combos I would summarise with, Def 90 with 3.5 / 3.9 and 1.2 xfer box : Tedious to drive solo but liveable with. Put a decent trailer on this combo and the lack torque sdue to the high gearing becomes more than annoyingly evident. Def 90 with 3.5 / 3.9 and 1.4 xfer box: Very spritely to drive solo and will definitely keep up with other traffic. Excellent combo with a decent trailer attached. Def 90 with tuned 3.9 and 1.4 xfer box: Positively frightening solo when driven with vigour and will reach a measured 3 figures (at these speeds 3 lane motorways suddenly seem very narrow).You get some very strange looks when in lane 3 of the motorway and flashing your lights to pass ! Will also pull 35inch tyres with ease (26mph /1000 rpm) Will cruise with a 2 ton trailer all day at 70 +, although frequent fuel stops are evident. Def 90 with tuned 3.9 and 1.4 xfer box and 4.1 R&P: You are now into butt clenching acceleration with a vehicle that weighs 2 tons and has the handling characteristics of a sick wheel barrow.

Ok ...... what ratio is the transfer box .............. if it is a 1.2 ( RR/disco) then yes the gearing will be too high ........... I had a similar issue with a RR transplant into a defender and changing to a 1.4 xferbox (Defender) made all the difference. Changing to 4.11 aftermarket diffs or changing the R&P yourself is much more expensive but would give some wider options for tyres.

Checking with microcat the 3.9 & 4.2 share the same part number for the ecu....... early models were AMR1424 and later models AMP3243, so I guess they must be the same.

Sounds like the engine is way down on power .......... the 3.5EFI was notorious for excessive cam wear...........the engine will sound ok and run fine, but wont pull the skin off a rice pudding !

Always a good strong reliable engine that can be easily tuned ........... I would have thought that with alloy heads and a possible 350ish ponies the power to weight and durability would have beaten the Rover lump into submission

Probably condensation in the exhaust ……….. you get this with all large petrol engines. If left to idle you have to burn it out as steam, however, once on the move the higher revs force it out with the exhaust gases. You will get this on eavery cold start. So far, it all sounds normal to me ……………

Oi, El boggo........ shouldn’t you be manning the guns ? .......... or have you been out in your boat drilling for oil ? I have what you want somewhere ........ its just a matter of finding it ....... might take some time

MODS: I know we should take this to PM's, but others might be interested ......... you can always delete the thread later thanks........