headhunter

I use redline oils in my transmission same effect as Evolution, either way expensive, but worth it. John

Had mine a while, usually 30% off oils and most other fluids from my recent experience. John

Good news Andy. Meeting - provisional time 09.00 in the carpark with a view to being off at 09.30 latest on Saturday, probably 30 minutes later Sunday. John

Andy You will find that a number of "us" will be here - http://forums.lr4x4.com/index.php?showtopic=46133 that weekend! Let us know if you are interested. John

Busy weekend that, already have two other events non LR clashing! John

TeriAnn Can't give you dates however the show season starts in February with the indoor - Donnington 4x4 show (east midlands) Then the outdoor season - Sodbury Sortout early April major Land Rover auto-jumble, there's another one in October LRO Spring Adventure usually April west of england Driffield (north) 4x4 show in May Billing Show (midlands) Mid July - considered the holy grail of UK shows by many, despised by others! LRM Show (nearby) Mid July LRO Show Peterborough (east midlands) Early/mid September Abingdon 4x4 Show (south central) end of September London-Brighton Run (south coast) end of September There are other club events by region/county and Land Rover marque, throughout the spring/summer/autumn from green lanes to trials and competitions. If you are into hardcore then the challenge season has plenty to offer in the UK/Eire/France/Russia and other old Soviet satellite countries. On here look in the Competing Forum to get an idea of what has gone over the past year. There are plenty of organized and tag along tours to The Alps, France Spain Portugal Morocco Tunisia Hungary Iceland Scandinavia Transylvania. Not an exhaustive list, I am sure others will add to it and no doubt correct mine if the detail is less than accurate. Land Rovers have a strong dedicated following in many European countries with active clubs and fantastic friendly and welcoming events. Hope this helps. John

Ralph Genius as usual I have the MXC 1800's and they fit the rear door cards. I will now take the front door card to Marshalls to see if the MWC1474 fits. Thanks John

Ralph I am having trouble identifying the part that inserts into the front door card that then fits into the Snap Sac (MWC3136) There are two options - MWC1474 and MXC1800. I don't know which of these I need, do you have a picture of both please. The rear door cards on my 110 use one of these versions, but my front door cards appear to have a different insert which I can't identify. The front door cards came to me bare so I have nothing to follow. Any help appreciated. John

Land Rover have been experimenting with ceramic coatings for alloy components such as seen here - http://www.keronite.com/index.asp Don't know what progress has been made. Aston Martin use ceramic coatings on it's magnesium door frames. John

Matthew I was rather hoping you would do one John

You might wish to read the following regarding MOT regulations due to come into force in January 2010. It's a change in where Utility 4x4 vehicles can have an MOT done (Class 4 - most cars etc. or Class 7 - utility/trucks etc.), depending on certain weight and other factors. The information below is from Glencoyne Engineering (Thetford) - http://www.glencoyne.co.uk/motclass.htm There is still some uncertainty as to what will be the MOT route for a first registered 110 Utility subsequently converted into a CSW or equivalent. My 110 has undergone a similar conversion. The main issue is revenue weight, mine is 3050kg on the plate though not noted in the V5C. A original CSW's revenue weight is 2950kg thus is below the new weight class of 3000kg. This difference stems from the original load capacity between a Utility and CSW where the Utility has H/D suspension and the CSW a self-levelling unit. You would think that such a change in legislation would be for new production rather than being retrospective, however since when has common sense been an attribute of this government. Here's the Glencoyne Info - Land Rover MoT Information Updated 26/7/09 - note that the dual purpose exemption is to be withdrawn at the end of 2009. (Disclaimer: I do not work for DVLA, VOSA or any other Government agency. The information on this page has been gathered from a variety of official and unofficial sources. I have done my best to verify it, but offer no assurance as to its accuracy.) The introduction of the new computerised system for MoT testing has thrown up a problem which, it appears, affects the vast majority of commercial Land Rovers (but not Station Wagons). I just took a 1963 2A 109 petrol to my local MOT station. They now have the new computerised testing system which they did not have last time. They input the chassis number into the system and then informed me that they could not carry out the MOT. Reason given was that the vehicle has a revenue weight of 3499kg gross, and must therefore undergo a class 7 MOT test (commercial vehicles 3000 - 3499kg GRW) which most MOT stations are not equipped for. I was given a computerised printout which showed the reason for rejection as 'Vehicle details entered incorrectly at test registration - wrong class vehicle'. Sure enough, the V5C (registration certificate) states revenue weight of 3499kg gross. I thought this might be a one-off error: with a 2A weighing about 1800kg empty, if you load it up to 3499kg the chassis will probably bend in the middle. But then I checked the V5s for seven other commercial bodied Land Rovers that I have at the moment, and found that five of them have a revenue weight of 3499kg - these vehicles ranging from a 1959 Series 2 88 inch to a Defender 90. (Note that if you have a genuine factory Station Wagon, a Range Rover or Discovery, it should show the body type as 'Estate' and there will be no revenue weight. In this case this particular problem does not apply to you.) Now the 'revenue weight' should be the maximum gross laden weight (GLW) as given by the manufacturer, and a figure of 3499kg, for most Land Rovers, is just plain wrong. It looks as though DVLA have been using 3499kg as the default revenue weight on Land Rover V5s for a very long time. Apart from the shortage of class 7 testing stations, the test costs more than a class 4 test. So I did a bit more research. First I rang up DVLA, who told me that to change the revenue weight on the V5C is simple - you just enter the correct weight in box 22, the date of change in box 23, sign and date the V5C and send it to Swansea. You will get an amended V5C back. What is the 'correct weight'? If your Land Rover was made after 1979 it should have a VIN plate looking like this: The first figure (2710kg in this case) is the GLW, which you should use as the revenue weight. For Series 3 before 1979, the GLW is given in the handbook as 2120kg for 88 inch vehicles, 2710kg for 109 inch (except the very rare One Ton model). I do not have figures for earlier vehicles. So if you send your logbook away in plenty of time before the next MoT is due, and get the revenue weight changed to something less than 3000kg, there is no problem, your vehicle will definitely be tested as class 4, just like a car. But that doesn't help you if you have a 110 or 130 (GLW over 3000kg) or your MoT is imminent. So I rang VOSA (the people who oversee MoTs) to clarify the situation. This is what they told me: If a vehicle has a GLW under 3500kg, an unladen weight under 2040kg, has four wheel drive and is equipped to carry one or more passengers (including the front seats) then it is a 'dual purpose' vehicle for MoT purposes and should be tested as class 4. As far as I can tell, the only commercial Land Rovers which do not meet these criteria are the big 127/130 vehicles, and possibly the Series 2 forward controls. (But the dual purpose exemption is to be withdrawn shortly - see below.) I have since had this confirmed in writing. VOSA sent me an extract from the 6th edition MOT Testing Guide, as follows: Dual purpose vehicles 3. A `Dual purpose vehicle' is one that is constructed or adapted for the carriage of both passenger(s) and goods or burden of any description; and has an unladen weight (ULW) not exceeding 2,040 kg; and which either: (a) is so constructed or adapted so that the driving power of the engine, is, or by the use of the appropriate controls can be, transmitted to all the wheels of the vehicle; or (b) satisfies the following conditions as to construction: (i) is permanently fitted with a rigid roof, with or without a sliding panel; (ii) the area to the rear of the driver's seat must: · be permanently fitted with at least one row of transverse seats (fixed or folding) for two or more passengers, and those seats must be properly sprung or cushioned and provided with upholstered backrests, attached either to the seats or to a side or the floor of the vehicle; and · be lit on each side and at the rear by a window or windows of glass or other transparent material having an aggregate area of not less than 1,850cm2 on each side and not less than 770cm2 at the rear; (iii) the distance between the rearmost part of the steering wheel and the backrests of the row of transverse seats satisfying the requirements specified in the first paragraph of item (b) (ii) (or, if there is more than one such row of seats, the distance between the rearmost part of the steering wheel and the backrests of the rearmost such row) must, when the seats are ready for use, be not less than one third of the distance between the rearmost part of the steering wheel and the rearmost part of the floor of the vehicle. Almost all Land Rovers are covered by section (a) above. If you have a 130 crew cab, you may find the ULW is over 2040kg, but you should still be able to get the vehicle tested Class 4 under section (b) above, as a crew cab has permanent transverse seats and side windows. So if a tester tells you your Landie needs to be tested class 7, you can now quote the 6th edition MOT testing guide at him chapter and verse. BUT: the dual purpose exemption is to be withdrawn at the end of 2009. From the start of 2010, if a vehicle has a recorded GLW of 3000kg or greater, it WILL be subject to class VII test with no exemptions. If you own a 110 without self-levelling suspension, a 130 or a Forward Control, you will just have to live with this and find yourself a Class VII MoT station. For everyone else, if the revenue weight on your V5 is wrong, get it changed now. One other thing you need to be aware of - the new system allows the tester to check details such as engine size, fuel type, vehicle colour etc against the DVLA database. I do not know whether you will be refused an MoT if you have changed the colour of your vehicle, or fitted a different engine, and not notified DVLA, but I think it is quite likely that you will. So get out your V5C now, and make sure all the main details in section 4 are correct, especially: Revenue weight Cylinder capacity (cc) (this field is often blank on older Land Rovers, if so then leave it that way) Type of fuel Colour And if your chassis plate has gone missing, get another one made up. For vehicles first used on or after 1st August 1980, the VIN number (chassis number) must be displayed on the vehicle. Land Rovers had the number stamped on a plate (Click here for more info) and also stamped into the right hand front chassis leg, but the latter may have been replaced or patched over on older vehicles, and if you have no VIN on the vehicle, the tester can and will refuse to test it. Even a pre-1980 vehicle with no chassis plate may lead to major grief at MoT time, although the tester cannot strictly refuse to test it.

Matthew/Zoltan Hopefully a write-up and photo's will be forthcoming for the Technical Archive John

Duralec is a paste used on boats, most often between stainless steel fixings to aluminum masts and booms. From my experience where it has been used there is no galvanic corrosion. I cannot say what will happen where the joint is flexible, however in such instances on boats, nylon washers are often used. I suspect galvanic corrosion is worst where a tight fixing is made. John

Back to battery Nik. You want the battery to have full benefit from the jump, without any dissipation of current via the chassis or the connections to it. Can't see the difference between a jump lead connection and a properly earthed twin battery set-up. I have an Anderson at the front (and on the winch so I can isolate it) and by the passenger side battery box, with a 5/6 metre XEng jump lead with another Anderson near the croc clips. This allows me to connect to other Anderson equipped vehicles without having to remove battery box lid, or to clip to battery for those that don't. John

I did wonder!

Request along the same lines Would like the equivalent please for Spain sometime before next Easter as am traversing Santander to Algecerias. Also what is recommended for Morocco? Any help/advice appreciated. John

Kev We are in touch with Paul for routes and he may come up hopefully Friday evening to advise. If you have any routes to recommend please PM me with what you have. Are you coming along by any chance as you're not down on the list as yet? John

James Why not post these dates in the forum calendar ^^^? John

You will also need an anti-clockwise drain plug for your sink as well down under!

You will need a different compass when you reach the southern hemisphere as they swing the other way! John

Funny how the name has changed, used to be called clyclones still as useless, if cheaper! If this latest snake medicine remedy has proven scientific validation, where's the link to view it. If these ideas were worthwhile motors would have them fitted as standard. John

I wonder why they spend all that money advertising for new business when they don't appear to value the business they have got! John

Tony If someone can do the Dartford to Cambridge bit M11 J9 I can get it to Suffolk (where precisely)? John

I insure everything via the NFU, as far as I am concerned they are first rate, supportive if you have a claim and excellent and polite to deal with. John

Great trip Barros! John