robhybrid

truck cab models are galved and hard top models are not

I seem to remember (from ag college)that an average tractor had to run for 2min to recharge the batteries to the state they were in before before cranking the engine. what I am getting at is, would several 5min engine runs be better than a few 30min engine runs?

Even though I have been working with welding in one form or another for the last 20 years and have removed countless broken studs by welding too them and either turning the weld lump with a mole grips or welding on a nut. I only learnt this washer trick a few months ago

could you not find a 90 or 110 or rr classic to compare the suspension geometry with? remember with lr set up the caster angle changes depending on the ride height of the vehicle so ideally needs to be measured in its full road going set up. saying that most vehicles drive without any difference with 2" lift and some dont?

Actually the pictures were taken nearly 8 months ago when I was looking at ideas for building my slow up to 30mph rock crawling style winch challenge capable buggy, I am still undecided and have a huge collection of parts in the workshop. For my application I like the idea of reverse A with pan had rod and some form of axle limiting system.

I fitted a 3.5 rr auto box to my discovery but it wasn't straightforward. My 300 tdi discovery auto box was approximately 2" longer than the rr auto box. The difference seemed to be in the alloy casting closest to where the transfer box bolts on. For my application I just modified the gearbox mount to suit.

I have looked at this a little and as both A frame and watts linkage force the axle to articulate at the centre of the axle the design of the body soon becomes the limiting factor, where as with pan had rod you open up the door to far more articulation. I hope my picures of lego help explain better. of course there can be issues with rear steering with pan had rod but landrover use it on the front and 80 series landcruiser use it on front and rear.

Gwyn Lewis has finally managed to sort out his design of twin rear shock mount and they will be on display on his vehicle at Billing this coming week. I think they look the part and don't affect ground clearance like some others do. so here goes Three pictures.

you seem to be saying what I am thinking I know there are some who like the buzz of speed who have moved on to hill rally etc but having to have a cage/ upgrate cage spec/get msa licence/ wear the latest spec helmet to name but a few is not what I had intended. Simon has some really suggestion, I like the idea of the final being similar to the eurochalenge of a few years ago.

This idea gets my vote. certainly in principal. How many events to qualify? What if you enter odd events in different areas? There are some people on here who have ability and access to enable them to build an excellent challenge truck for minimal cost. There are others who pay someone do do it for them. Is it fair to claim one is better than the other?

there is potentially an issue with the length of the splines on the output shaft of the auto box which could mean sticking to the original transfer box (old style gear)or you can buy a replacement output shaft. you dont have to buy his transfer box. but you may end up buying a output shaft. shaft on ashcroft web site

Out of interest in which years did we have the maximum amount of people entering? why change rules/regulations/event format ? I am not against development but? I think that there is a place for XTC type events with more people building buggies all the time, just a series of 2 or three events until it takes off. I also think there is a place for challenge events as per 4 or 5 years ago (extreme modified not eligible for championship cup but instead having their own separate cup) maybe a series of 4? events, best 3? Just my own opinion I like the idea of a series and I like the idea of being able to dis-count one event. I like the idea/kudos of competing on a national level which then involves travelling around the UK. Maybe I shouldn't be saying anything as I currently don't have a running challenge vehicle nor is my AWDC membership up to date( I was going to pay up on the 12,I;ll have to post it now)Nor have I renewed my msa licence wanting to be sure I was going to compete before paying up. p.s. how many competitors have run for more than 2years without having to virtually completely modify/rebuild £££££££££ their vehicles either due to damage or feeling the need to try and keep up with competition? I used to be proud that I was doing well in a vehicle that had standard body panels and I was competing against numerous highly rated competitors in vehicles with standard body panels. my opinion is that when the goal posts/(chance of winning) are put too far away the majority give up. I can see there is something quite prestigious about hosting an event with the most advanced vehicles but if it puts off a large proportion of people from entering pretty soon there aren't enough competitors to justify an event...

sometimes some posts look like they have been started by people with vested interests!!!!!!! both units are sold by people who are more than happy to help customers with their questions. I think it is like asking which is best Pepsi or Coke?

Is the pump drive on mitsimog a toothed belt?

I second this, I think this is spot on

but I have broken Kam 4.75,(it allso broke the bearing hub on the arb, couldn't tell which broke first) none in stock when I was desperate for a replacement, I have never had an issue with crown wheel bolts coming loose on 3.54 but have on 4.75. ashcroft can't peg 4.75, as the crown wheel takes up too much space.my 3.54 are now pegged. Les wants to use his vehicle on the road I would still recommend 3.54.

If you have got underdrive stick with the 3.54 as they are definitely stronger and easier to get hold of in an emergency. I have run 4.75 kam in the past(pre underdrive) and unless your truck is seriously light or you are a very mechanically sympathetic driver I wouldn't recomend them sorry. I broke 2 x 3.54 diffs at mamby and managed to get spares at a market stall to be able to carry on. You wont be able to do that with any other diff ratio. I would try your truck on the road with the 1.4 ratio transfer and see if you want to go 1.6 or 1.2 slower or faster on the road. I used to run a 1.6 as I thought it gave me the largest choice of different gears, I since found that being auto I didn't need as much choice anyway. I didn't do hardly any road miles but if I did I would have been looking for a 1.2 or 1.0 transfer box.

where would you find a 14D transfer box? Early 3 speed auto? Looks like just the thing for a gmv8 diesel conversion?

Been there done that when I converted a series a few years ago, I must have wasted half a day, I could tell the fuel wasn't getting there as there was no smoke during cranking. I removed the centre out of the fuel solenoid initially before making up a small loom with a 5 pin solenoid to give + when the engine was cranking. I could tell the solenoid was working when you turned the ignition on as you could hear it and feel it but with the noise and vibration of cranking you couldn't tell.

I am in the middle of doing something very similar. I shall know how I get on in a week or so. My reasons for doing this are the fact I am using a 200tdi discovery engine and fitting it to a defender. I should be able to use cheap std exhaust parts 300 tdi front pipe shortened slightly. I shouldn't have issues with exhaust too close to the bulkhead. I had a 300 tdi turbo and manifold kicking about as a part dismantled engine came with a scrap defender I bought a few years ago.

been loading van up ready for a stand at the show, it is hard to guess what people are interested in buying when you go to a show like this.

It is not uncommon for a twisted power steering box to leak oil noticeably worse than usual.

nope landrover dealer had to fit a new turbo to a disco3 at £400 plus labour and was ranting about weather to buy complete engine for spares.

large cc usually means bigger pistons and that means more weight being forced to change direction very quickly, a piston goes from stop to full speed twice in one revolution cause at tdc and bdc the piston changes direction, years ago on my hnd engineering course we did simplified calculations on the forces required and the figures were frightening.