Turbocharger

Do it up to 1ft-lb, then 90ft-lb... the bolt will add them together mechanically...

Ah, but I've emailed Angela twice in the last 2 weeks, no response Looks like we'll be the Tenthill Mob...

From the look they're all original... which doesn't preclude the above, of course

Pic #3 - walking policeman to bystander with rucksack: "I wouldn't stand there son, we waited for ages for that one - I reckon two will come along at once"

Well, there's a bit of MIG magic stopping them now... I'd always assumed there was a circlip on the inside too but evidently not. I'll send him down to the shops for a new halfshaft and see if it carries on happening. Trev - it's the rear that's the problem so no other nastier problems lurking (I hope!) John

It's the same mount on the Milemarker and I was going to use a crimp arrangement and then tape it over to hide any sharp edges. I'd not considered tying it TBH - what're the benefits? I suppose it'd stand a chance of holding the car if it suddenly gave way... ?

My brother's been on the phone with a 'complaint' about his 1986 Ninety - the halfshaft has slid out about 1" and poked the rubber cap off, losing drive to the wheel. Taking it apart there doesn't seem to be anything mechanical stopping this happening, there's no groove for a circlip or similar on the back of the star piece (driving member). How's it stay together?

Yup, I'm with Tony on this one - it's going to be doing 100,000rpm when it's running, so if it's been badgered by bad oil then I'm afraid you need a new one. Brake cleaner to get the gack out / drive it further into the bearings, then a smear of light oil over the running surfaces and get some proper engine oil into it manually before you start the engine.

Let's just say I've had three sets, not worn three sets out. You know that sound of gravel and stones hitting the rear wheelboxes ... ? I was never quite sure they were stones.

I see what you're saying though, but the landlord already does make a few quid out of you both drinking in his pub. It's not quite the same thing though. I think I'd just stop drinking in his pub, or at least stop buying things there...

But surely Ebay Ltd are just providing the framework for other people to use - it's not their responsibility if people are too stupid to see that they've just typed £5000 instead of £50.00, or to try to be internet fraudbusters. If you bought a dog off a man in a pub and it turned up later with three legs, you wouldn't slap the landlord!

I've had three sets of Broncos and their carcasses don't take tubes well - one morning I didn't spot a rim was on the floor (I'm dopey before my breakfast) and managed quarter of a mile before realising I had a problem and had to walk back to find my wheelbrace...

It sounds like one of those stories you hear down the pub, but with Simon you know it's probably true!

Nope, because you know/can guess the weight of the vehicle 110 vs 90 should be comparable (neglecting the extra inertia of the longer rear prop...) Will - my fuelling is way out but yes, I'm also surprised peak torque doesn't appear low down. The curve is flat but there might be a small issue with the way I've modelled the vehicle's drag. Keir's Passat is next on the list of tests because I can calibrate against VW's published figures for the car (aero drag, published power/torque figures etc), although I'm always going to be guessing how much is lost in the drivetrain. As Keir said earlier, the GPS records what you've actually driven though so there's no needle-wobbling flywheel figures being bandied around. It's just not as big a number, that's all Mark, you have a PM. John

Yellow lines are TroddenMasses's standard 200Tdi. Blue lines are my car with tweaked fuelling etc. Top curves are torque (RH axis) with no real units yet, bottom lines are power, purportedly in kW at the roadwheels. Two runs for each car, hence two sets of results. Thoughts / comments / the usual abuse? For the people who were interested in helping with trials previously, I'm now in a position to start taking some data if they'd like to participate. PM me for details.

If it's the Bures in Suffolk which is under an hour from Cambridge then hell yeah. Ahem. I'm provisionally interested in the outline idea but wouldn't like to commit at this stage. JB (in one of those moods)

M'lud, Mr Masses has presented information which is clearly factually incorrect. As everyone knows a Series 3 doesn't have calipers. Even if the brake cylinder was found to be leaking and the facts above are largely accurate, his testimony cannot be accepted here. (Problem was, the bailer twine was doing most of the work in sharp corners... the bulkhead outriggers were gone too )

I'm not so sure Tony - the Thermoguard unit has inbuilt damping (and a very heavy thermocouple) so if there's a step change in the gas temperature, the reading responds as quickly as the unit allows, getting closer to the answer exponentially more slowly. Re temps, I'd treat 700 as a workaday limit for medium term durability (my max is 735 and I'm not doing that again!). The 1050°C turbos which are in the development pipeline are very specially designed with lots of CFD to keep the blade temperature lower than that. Tdi turbos aren't like this. I think messing with the engine is fine so long as you accept the risks and understand what you're doing. Oh, and take heed of the people who've found the limits by blowing up their engines first

I saw him at the weekend... he's still bloody ugly.

I bought one a couple of weeks back and I believe from Ian there's some internal damping in the unit - certainly playing with Will Warne's EGT gauge at Sodbury it 'updates' as often as the Thermoguard unit but will happily skip 20°C in a single update. However... nail the throttle and the numbers spiral upwards rapidly, but when you approach a reading which reflects the true gas temp, the rate of change reduces. I'm not sure if that's internal damping, the effect of the mass of the thermocouple (6mm as mentioned earlier) or a true reflection of the gas temp slowly rising as the intercooler heat-soaks. I am concerned that the peak temps I see on the gauge aren't what the turbine sees because the gauge doesn't follow transients well enough - maybe a lighter thermocouple would address that.

I don't see why - if it's like the h/brake on your Series you'll need very sensitive measuring equipment to work out if it's applied or not...

A big favourite with us Milemarker boys (I thought I'd get in there before someone else did) I have an idea along yr lines James - watch this space.

Cracking day out at a good site and a damn good club too, not just one person pushing the 'friendly atmosphere' but a real culture. I think I came second too, only one person got more points than me The standard was very high indeed, most were what I'd call 'mod' or 'supermod' class, CCV type vehicles so not really a trial for Discoverys and RRs - although I'm sure if you showed up they'd welcome you and put some 'RTV' gates in to sidestep(!) the more damaging parts. Nice to see some forumeers put in an appearance too - I think JST has some pics.

I got a winch bumper (thanks Rod), a washer bottle for a project, an EGRless intercooler pipe and far more than my fair share of abuse. Oh, and the phone number of a bloke selling a Tdi autobox (and with it, a dilemma). JB PS Cheers for the cuppa Fi

Those second row doors look really useful!