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Snagger

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Snagger last won the day on February 17

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About Snagger

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    Old Hand

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    http://nickslandrover.co.uk

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    Dubai

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    Aviation, militaria, sub aqua, sci-fi

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  1. water containers for camping

    It's hard to fault the NATO cans.
  2. Invisible Defender

    Trust me, UK driving may have got worse, but it is still a world apart from the middle east, Africa or the Indian subcontinent. You have to experience those locations to believe it.
  3. Major IVA change

    I understood that to be that the donor vehicle has conformity, so the certificate would be LR and already dealt with by VCA. As always, these legal documents are full of traps and vague terms.
  4. Major IVA change

    If you take the chapter as a whole, it's pretty clear that the proposal means that all new built cars, including IVA, will have to be Eu6 compliant, and the text specifically talks about removing the exemption of having an engine age related standard. MoT emissions standards are variable, dependant on age, so this makes the proposal pretty clear, Pete.
  5. Major IVA change

    Miketomcat, you're OK - look at section 4.7. I'm hoping that it also covers cars already in service that are modified beyond the DVLA points restriction and become subject to IVA (allaying my concerns a couple of posts above) Multi-stage build 4.7 Where a vehicle converter is in possession of an incomplete vehicle or chassis built prior to 1 September 2018 (or 1 July 2018 in the case of IVA) and issued by the manufacturer with an Emissions approval and an Incomplete or Complete Certificate of Conformity, the converter will be permitted to carry out a conversion or addition of bodywork after that date without having to upgrade the engine to WLTP, as this would be prohibitively expensive, as long as he maintains the existing emissions control system in good working order. 4.8 More generally, we are proposing that where a converter modifies a massproduced vehicle which complies with WLTP, he will in principle be required to retain WLTP compliance by maintaining the emissions control system in good working order. Increases in unladen weight due to additional bodywork, for example, and modifications to the frontal area of a vehicle or changes to aerodynamics will be permitted. 4.9 We are also proposing that where a converter changes a vehicle category, for example a van converted to a minibus, the compliance required will be that applicable to the base vehicle on the date of its completion and prior to the conversion, because to require anything else would be disproportionately costly for the SMEs involved in such conversions.
  6. Major IVA change

    Pete, look at 4.11: Kit cars 4.10 Kit cars and reconstructed classic cars undergoing IVA will not be required to meet WLTP, given that at present they are not required to meet NEDC or the latest EU standards. Instead they are tested to age-appropriate MOT standards, on the basis of the date of manufacture or first use of the engine. 4.11 We are proposing that for kit cars, compliance with the MOT emissions standards current at the date of registration will be required, despite the use of an older engine. In other words the current relaxation for emissions according to the age of the engine will no longer apply. 4.12 Reconstructed (restored) classic cars undergoing IVA will not be required to meet the latest MOT standards, as long as the appearance of the vehicle is broadly unchanged and the engine is of the same capacity as that supplied with the vehicle when it was new. 4.13 When new vehicles were first required to be fitted with catalytic converters around 1992 (Euro 1 emissions standard), kit car makers typically used older engines which were not fitted with catalytic converters, hence the justification for age-appropriate testing of emissions based on date of engine manufacture or first use. The majority of the fleet is now vehicles up to 25 years old whose engines are fitted with catalytic converters, providing plenty of choice to the kit car builder.
  7. Major IVA change

    You're missing the point. At the moment, a kit car or amateur build car has to pass the MoT standard appropriate to the age of the engine. Under this proposal, new kit or amateur built cars would have to pass Eu6 MoT standards. Now, that's tricky for us but doesn't sound devastating if you plan a new build using a Eu6 engine and exhaust, but if you have an older vehicle with a few mods that doesn't currently need IVA, but that later needs another mod for some reason (like PAS or auto box because you're to old or disabled to continue with the original) and you car now needs IVA, you'll be screwed.
  8. 2.5 TD time to start when cold

    Definitely wasn't placebo in my cars - I recorded fuel fill litres and costs for several months on the same commute, but as I said, on the older engines the economy was about the same, only the new engine showed the significant improvement. Variations in tuning or driving style may even override the fuel effects in the same engine type, hence my recommendation to try for yourself.
  9. 2.5 TD time to start when cold

    Most marketing is an exercise in deception, and I have no idea about different diesel types outside of the UK, but I did find pronounced differences with different sources and specs of diesel. With my Tdis, I found Jet and Texaco to produce gutless and lumpy running. Tesco was good, BP best, with no discernible difference between the two BP grades in performance or economy, but smoother running with the premium stuff. With the TDCI, though, there was a distinct difference in fuel consumption, the premium grade being cheaper per mile despite being quite a bit dearer per gallon. The best thing I can recommend is to try for yourself under as similar conditions (route, load, temperature and driving style) as possible to find what suits your engine best. I have seen quite a few of Cardogan's videos. Some of what he says is right, some utter rubbish. so I would never use his videos to make a point.
  10. 69' Series IIA Build

    This is great stuff, Allen.
  11. defender 200tdi engine mounts

    That's fine for those with Discovery engines, but you can't fit the right hand mount to a Defender engine (or 12/19j) because of the fuel pump location. Could you post up photos of the Discovery mounts anyway? I have a Discovery engine and can't use a Defender rhs mount because of the axle conversion (front UJ fouls the Defender engine bracket when braking), and while I have a 300 mount fitted on the right, Discovery mounts might be another alternative!
  12. Major IVA change

    The irony being that most Euro6 compliant vehicles have worse emissions than 1980s vehicles...
  13. 300tdi Kenlow - shroud or not?

    You have added a lot of air resistance in front of the rad with the condenser and intercooler, and then taken the flow muscle away by fitting a crappy electric fan in lace of the vastly more effective engine driven one and its shroud. LR installed electric booster fans in front of the condenser to aid the big viscous fan on AC models, so running just the one electric fan alone is really not enough. The shroud is important because running without it allows the air to recirculate around the ends of the fan blades, so you end up stirring a torus of air behind the rad rather than drawing air through it. Refit the correct fan and its shroud, and fit the electric fan in front as a pusher (may need to reverse the rotor on its spindle and reverse the polarity of the wiring if you can't fit it neatly with the same side facing forwards) and the problems are likely to be cured. But also take a close look at the Y-piece in the coolant lines from the rad and thermostat housing to the expansion tank - if that gets blocked up, vapour locks can't purge, and the system's effectiveness will be severely hampered.
  14. 2.5 TD time to start when cold

    I disagree entirely with Eightpot and Monkie, I'm afraid. A 12J or 19J in good order will fire instantly from weeks of standing cold in freezing conditions without glow plugs. Mine always did, over 13 years and more than 100,000 miles use, just like my two Tdis.
  15. Series III reverse gear problem

    If the teeth mesh correctly from idler to synchro, then theoretically there shouldn't be a problem, even if different suffix parts are used (I suspect they may actually have a different tooth count or size, affecting the mesh, but really don't know). Since the reverse gear teeth are straight cut (which is why they're noisy), there should be no thrust force to push the idler gear one way or another. So, it suggests a wear pattern on the teeth of the replacement synchro or the lay shaft, perhaps caused by the worn idler shaft and bearing letting the idler run skewed and limiting the tooth mesh to one edge of the teeth on the bigger gears. That would create a thrust force with the new, flat teeth on the straight running idler. I can't think of any other reason, other than perhaps fitting the wrong springs int he detents: there are two spring types - to are the lighter gauge and are for the forward gears, the heavy gauge spring is for reverse. It's is quite common for people to fit the heavy spring under the brass cap (which is 1st/2nd) and the two light springs under the steel L-plates as that is more intuitive.
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