Baeau

Have you had any words with the DMV yet?

That sounds (reads) like the air injection system that was (is ?) fitted to cars over here. Standard procedure was to remove the pump & offending pipes, then fit brass plugs to the exhaust manifolds.

Could this be of any help?

Thank you zim ! I'll go through them. A couple of the Kent cams looked interesting, but with the current exchange, they make them pricey. Most of my cam experience has been with small bloch Chevrolets, both performance street & road racing applications. One, almost, can't pick a wrong cam. Back to forum searching.................. Add in..........zim, found the post. The Crower 50229 is an option. Most all over here use the 50230.

Greetngs from 'notso' sunny California........... I find myself in need of rushing the, planned, Spring rebuild (due to the sudden & horrible death of the '88 RRC 3.5). My only minor issue is deciding on which cam to fit. Over here, many owners fit one of the Crower cams. I've driven a couple of RRC's fitted with the Crower items. While they "feel:" that more power is produced, it is at the upper end. As the RRC is the wife's daily driver, a bit more bottom end torque would be nice. The other issue is emissions. Our State requires an every other yeat emissions test (passing) as a requirement for yearly registration. After searching many forums including here http://forums.lr4x4.com/index.php?showtopic=50215&hl=%2Breal+%2Bsteel+%2Bhurricane#entry454760 , I've seen good reviews of the Real Steel Hurricane & Cyclone cams. Anyone have firsthand knowledge of said items? I've e-mailed Real Steel, but have yet to receive an a reply. I'm trying again after I post this. As always, I appreciate comments, suggestions & criticism. TA!

I forgot to ask, "How are you getting around our wonderful State's regulations to register the beastie as a diesel?"

jbote1.....look up jerp209 on lrrforums.com . He is a couple of days away from firing up his '95 RRC / 300Tdi conversion. He's over in Modesto. May have some insight for you. If nothing else, he's a great source for parts. His sideline is breaking apart Rovers, mainly classics.

Greeting to all......... One of the cohorts over here (California) has a bit of a dilema. The current rig is a mid 90's D1 fitted with an Isuzu diesel. That connected to the V8 / Efi spec ZF. Aside from trying Ashcroft, any suggestions to locate the correct ZF valve body (for the diesel). Or, reputable breakers in the UK that may have some ZF's which were removed from diesel Rovers? Trivia here. California has "wonderful" laws regarding the do's & don'ts of vehicle mods. Normally, not an issue. However, the State will not allow a gas vehicle to be converted to diesel. It polices that through the every other year emissions inspection. Meaning, we have litttle diesel knowledge. Now, said cohort, finds himself with two Rovers, California titled as diesel fueled. We don't want to know why, just want to get them to be proper drivers. Any thoughts, comments & criticism will be appreciated. Cheers!

Here's my 2p from a few thousand miles away. In a former life, I peddled Yokohama race tyres (slicks & radials) here in the US. I was told by the engineesr to rotate front to back / same side only. It was not an issue of the rubber taking a set. It is the "belts" (steel or otherwise) that take the set. Cornering loads on a tyre, push the tread inboard. I can't remember all the detail of what happens to the sidewalls. After some running, every tyre shifts a bit & settles in. Move the trye anywhere else, you reverse load & rotation. "Supposedly" reversing the load through the tyre, can lead to failures. For all it's worth, I have seen it happen. Every few weekends a low budget racer needed to replace one tyre, buy didn't want to buy a new set. They would grab one of their rotation marked tyres (we alway identified the location/direction when we mounted them), & not care where they fitted it. Several times, I witnessed major carcass failures of the misplaced tyre. Several times, cars were written off. These were not pure race chassis, they were "Showroom Stock" class cars, running Yokohama's high performance street rubber. Cheers, Steve

Thanks. I have seen the kit, but I do ont need most of it. Being a North American R380, I have the thermostat / adapter on it. From too many years in racing I have several coolers (along with a couple boxes of AN fittings), that I used on a variety of Hewland transaxles. Hose, is available locally. My quest is for the specifics regarding the adapter fitting. Cheers.

Greetings to all from the far side of the US. I will soon be fitting an R380 into the aging '88 RRC. So far, I have or will soon have all of the required bits. Now, I am left with one little question......, "Can anyone, please, offer to me what the inlet / outlet threads are in the R380's thermostat housing?" The gearbox is from a mid-late 1990's D1. My plan is to run 3/8 -1/2 hose to a proper cooler. So far, all that I have contacted here in the US.........have not bothered with my responding to my request, or they have equally said, "I don't know!?" or "Modify a D1 setup". Having some real coolers on the garage shelf, the decision has been made. Any comments appreciated. In advance, "Thanks to all!!"................Cheers, Steve