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oneandtwo

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oneandtwo last won the day on March 20 2019

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  1. I have previously used sika 291, as the clips are completely hidden you can smear it all over the clips and glass!
  2. I fitted the very late Genuine Land Rover Puma 90/110 rear one piece halfshafts to my early Puma last year, they are also a straight retrofit to the 300tdi/ td5 rear axle and are significantly thicker than the old 300tdi one piece rear halfshafts, I presume they are a fair bit stronger too as they are the only one piece half shaft that has been rated for 110 rear use by Land Rover. The pair of genuine half shafts are £700 from Land Rover however Britpart now do a copy of the genuine shafts which are highly rated by some - I intend to fit a set of these copies in my 300tdi 90 shortly as a budget upgrade to replace the 30 year old one piece shafts.
  3. 200tdi dressed up to look like a 300tdi - dipstick, turbo and acoustic cover, ten years ago to the week I did this!, where did that go?
  4. Just to confuse people in the future, I fitted 300tdi dipsticks to a couple of 200tdi’s many years ago. (I actually did it to stop the usual 200tdi dipstick tube falling into the sump issue - removed the 200tdi dipstick tube, bored out the retaining union to the correct depth to accept the 300tdi dipstick / o ring. The engine casting has a bolt in the same position as the 300tdi dipstick is bolted to.)
  5. I had a very low mileage series overdrive, with known history, and a second horribly neglected one with very worn gear teeth / failed bearings etc. I rebuilt the neglected one out of curiosity with all new bearings but retaining the worn gears as wasn’t worth spending any money on it, I swapped it into my series and it sounded no worse than the very low mileage one when in use!
  6. I paid £30 per sector shaft to get rechromed, rebuilt two boxes myself, all new bearings and seals, and they have been absolutely perfect and leak free in at least two years of daily use. Only snag is the company in Cheshire that did the excellent rechroming and grinding on the sector shafts have now closed down to retirement, as I have another three I want rechroming.
  7. The diff caps on later diffs, certainly since the early 1990’s, are date marked, that one was made on 23 Jan (A) 2008. The diff centres are marked similarly.
  8. Classic case of 300tdi misaligned timing cover casing / fuel injector pump causing the belt to run off the pulley. You need the revised injector pump bracket with sliding bushings to prevent it happening again.
  9. Nige, Thank you for info. The KAM diff centre assembly is one machined piece, it doesn’t split like the later ones so cannot be upgraded to a one piece crosspin - can only use the original cross pin - one long pin goes all the way through the diff, through a separate centre section, and retained by circlips each side. There are then two stubs that screw into centre section which make up the second pin. Quite similar in principle to the Ashcroft 4 pin system. I ended up building it up with all new bolts and fitting it to a standard diff. Instead of running it in my wife’s front axle I was intending to give it to my brother to use in the rear of his road going 300tdi 90 to replace the standard 2 pin, reasoning that even if the LSD packs are not up to spec, as a four pin diff it is still going to be miles better than the 2 pin it is replacing. As for my wife’s 90 I will purchase an Ashcroft ATB for the rear and convert the Truetrac to front operation.
  10. As stated above, the rear post is different.
  11. The series rear quarter panels have one major difference - a series tub has lower wheel boxes by about an inch compared to a defender so the rear post that is attached to the rear quarter panel is different between an series and a defender panel.
  12. And people used to moan about early 300tdi’s shredding their cam belts and having to buy a new set of pushrods! Little did we know what was ahead!!
  13. Yep, brass plug and paper filter now fitted. LOF once made a machined billet clutch fork with nylon pivot inserts for the 300tdi but only made one batch, for some reason they never re-manufactured it
  14. My brother’s 300tdi 90 clutch failed recently. Felt like it was the usual punched through clutch fork however I was sure I fitted one of the modified HD forks when I changed the clutch for him 50k miles ago. Turned out I had fitted a HD clutch fork, however instead of punching through the fork as with the non HD version, it wore the fork and pivot ball out, and then split the fork! While I was at it gave it a full service, alloy radiator filler plug had not liked being in brass radiator! And finally the 300tdi appears to have swallowed half of its ITG air filter that has deteriorated with age. Still runs fine!
  15. You may be confusing the Detroit Locker? The plated type LSD starts off open too (although there is some inherent drag from the clutch pack), and locks from centrifugal force from the planet gears - the faster the individual planet gear spins (ie one wheel lost traction and is spinning) causes that planet gear to be forced outwards, compressing the clutch pack causing it to lock up and send drive to the spinning wheel. As I’ve never driven the plated LSD I am assuming it would be unnoticeable when fitted to the front in it’s normally open state as the planet gears would only turn very slowly when cornering, presumably not enough to compress the plates, but would rather some first hand experience before is strip the front axle down to fit it and then find I have to take it out again when other half goes straight on into a tree!
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