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Agree - but aren't strap lines unnecessary only when we know what the organisation is/does?

Ta, was trying to fink of a strap which didn't make us sound like a bunch of nerds sat at home in our pants on our puters, I'm not a fan of screen printing - the logo gets tatty so quickly as mentioned. A decent quality shirt embroidered will last years and is good value for money IMO. Now bigger and on blue.

Like this?

Funny (sic) doesn't rock my boat either I liked the oval badge, but green is readily associated with LandRovernet. How about a blue oval with silver embroidered LR4x4.com within it might work, then a tag line underneath? Either using the Impact house font or Land Rover's font used in the GO BEYOND strapline? The forum identity colours are as important as the words etc, and the colour orange has no place here!! Here's my fumblings. Mix and match, also was thinking of Knowledge not prejudice or Knowledge without prejudice. Knowledge no prejudice was supposed to be a bit like 'no ledge', 'no prejudice'.

Yes - they're complex and expensive to fix, the challenge with dual clutch gearboxes is the very fine tolerances involved compared with other transmissions, this had lead to some issues in manufacturing and warranty, but fundamentally the design is a very robust one (The Bugatti Veyron uses a dual wet clutch design). The number of plates is analogous with torque. The small multiplate versions has been broadly available with haldex quattro (transverse engine + multiplate 4wd engagement like the Freelander 2). More recently a new longitudinal application transmission is available for high torque torsen quattro transmissions mated to big, torquey diesels. It has 22 plates, the smaller clutch always has more plates (12). As berti says, the dual clutch characteristics are not best suited to off road conditions, and a regualr auto conversion is already available from Ashtrans for example http://www.ashcroft-transmissions.co.uk/category_15.html.

Very straightforward if it turns out to be one of them at fault. Stepper has two small bolts I think, and the coolant is a screw in and loctite job. Do check both and don't go the expensive route of replacing components like the ECU rather than diagnosing Coolant temp is more likely than stepper from the symptoms you describe.

In that case would it make sense to cut the axle tube either side of the diff, rotate the diff upwards to maintain the angle and re-weld? Has anyone bothered?

A couple of thoughts...you'll need a multimeter to check it out. A faulty coolant temperature sensor shows up when cold starting on cold days. The coolant sensor tells the ECU the engine's hot, it will not allow the injectors to stay open long enough for the cold start thus making it stall immediately, additional cranking can flood the plugs. This can happen during the warm up phase too if the engine stalls, or is switched off - a bit like having the wrong choke setting. Another possibility is the stepper motor which controls idle speed by opening and closing the throttle bypass to control the quantity of idle air. If the stepper motor fails it results in low or high idle speed, rough idle, engine stall or non start.

I have A/C and an auto box Defender (50th Anniversary) so have to use a ZF74 pump to power the steering and Milemarker. The steering is much lighter than with the OE LR pump - and a pressure relief valve protects the steering box on full lock. I think the ZF74 runs at about 1400 psi, LR OE at about 700 psi. Its not quick, but then again if I was in a hurry I would take the motorway, not a byway.

Piece of cake in an 80" Had a really good time, especially watching the fella trash his Land Cruiser on the final step. Not content with crunching his front valence, he mashed his side steps, rear bumper and folded his exhaust in two. Priceless...

Rototest showed a difference of 20 hp between the manufacturer's stated output and power at the wheels on a Defender 110 and 88hp on a RRS FWIW. Rototest 110 Rototest RRS

Now that would be awesome.

Camp wasn't a showstopper to be fair - but do you think 12 months is enough time to move the Dual Carriageway?

15mph - I'm sure Mark said 50, or didn't I hear quite right? It's a diary date for next year - might even bring my own whisky/tequila/southern comfort for the campfire shenanigans. As a regular green laner it was a great way of letting off steam and trying a few things out - as Si says we ran out of time and energy with plenty of the site still to explore. I had a look at the full Flickr set Ryan - brilliant pics. Even caught me gurning for the camera - I think my mug says it all?!

Looks like a proper Landy that The most fun I've had has been in basic machinery as it left the factory. The principle is similar to all vehicles I guess, the more capable it is the greater the challenge you seek.

I'd forget LRO. Richard (Howell) Thomas was the editor of LRO then (and good friend of Tim). It might make a good article - back to basics. The highly modified truck has been done to death, maybe it's time for the de-engineered laning Landy to get some column inches?

Hi Dave FWIW I've known Baby (D626 PAT), Tim's old 90 for a few years now. A laning buddy of mine and fellow LRM gang member Dom Marder and I spent a whole load of time retracing as many tracks which Tim opened up 20 years ago. Dom made a few changes to Baby after this pic was taken at Gaydon in 2004 . Baby was put on stilts, a chimney was added, Bikini hood and a 3.9 EFi replaced the carb 3.5. We had an ace time, and took a few photos of our adventures - some of these are around Machynlleth/Devil's Bridge pre-NERC. Baby was always a bit special, as if she knew the lanes better than we did... Dominic sold Baby on last week, we were both very sad to see her go, but Land Rovering life moves on...I'd love to see the articles. Richard Thomas shared a few back copies with us when we were retracing these tracks, but we gave them back and I didn't have a scanner then!

I'll be there - all days.

A bit harsh maybe? Perhaps the vehicle most used outside of its design parameters - necessitating the modifications because the Land Rover's modular platform lends itself so much to modification that it's suited diverse applications where other vehicles are non-starters. Victim of its own success?

OK

To be honest the Gas Club in Gorse Hill seemed deeply unappealing when we have a wealth of lovely country pubs in the area. On that basis I didn't turn up, and because there was such a determination to go there, I wasn't going to argue the toss. For example, the Prince of Wales at Shrivenham is a few minutes drive out of town, does smashing grub, quality real ales - loads of parking in the high street and will reserve a long table for groups in the side bar. You did ask...

They're like hen's teeth. One sold for £250 on the bay of E. MFOR

Or the engine is very hot (as I found out on mine).

Spot on - on both counts. I had a 1988 90 V8 CSW and swapped the transfer ratio from 1.2 to 1.4 when fitting 235/85x16s. The constant swapping between 5th and 4th on the motorway was painful. (btw The modest power increase co-incided with the change from Strombergs to SU carbs.) A 1.4 ratio transfer box with 35" tyres slightly ups the gearing over stock - but should be OK. If you like a responsive 5th gear performance then a 1.6 is your best bet. I bet the cam's flat as a pancake too. It will have a 4 pin in the back if original - well worth hanging onto and the stronger half-shafts.

HIDs are much brighter.