Ex Member

It is a veriable geometry inlet turbine. There are adjustable vanes in the inlet of the turbine and boost is controlled by adjusting the position of the vanes. There is no wastegate. Here is some information Do a search for VNT turbos and you can learn all by your lonesome.

Cobalt drill bits. Small pilot then the tapping bit size. From people saying they have problems, I suspect later model units are through hardened while earlier ones are case hardened. My (winch's) shaft is certainly case hardened as the outside is very hard. The center was not.

The problem is the circlip, not the pads. They pop off. Drill the shaft and add a bolt. 15 minute exercise.

Google smoogle, the internet is 99% crappola. I'm talking reality here. Go retard the timing on a diesel and see what happens. Bue smoke out the yingyang.

I'm sorry, but you are being mislead. Trust me. Those symtoms are for Petrol engines. If you were on the right side of the planet, I would have you come over and I will demonstrate. Just retard the pump timing a little and I can show you enough blue smoke to make you think the engine is rooted beyond repair.

As stated, check the timing. Blue smoke is NOT burning oil. That is for Petrol engines. Burning crankcase oil in a diesel will give black smoke if anything. Blue smoke is UNBURNT fuel. To get unburnt fuel it needs to get in the engine too late. This can be only from a few places. 1) Injectors firing too late 2) Exhaust valves 3) Turbo (obviously not on this engine) Anyway, it is probably timing. The engines become retarded over time and need adjustment. Also, the fuel could be carp. Run the tank out and get some fresh stuff in there.

Crusier axles won't take 35s stock, IMHO. You need shafts and CVs to get there. Patrol axles should be OK.

Can not understand........... Shims???? Brake rebuild with Pictures Partys Diagrams here The springs holds the brake open. The cam forces it closed.

I'm try to break them as well.........because Jim said they were good.........so when they break I can bring them to Blighty to knock Jim over the head with . Do you think they would allow a halfshaft on the plane??

Yes, the normal front axle.

You can also use "HD" axles from the heavy duty (24 spline) axles that came with MOD and V8 90s. They seem to be quite a nit stronger than the later model 24 spline shafts.

Hold on!!! You mean 60C...... Garmin has a free utility to stream NMEA over the USB cable. It is called Spanner. http://www.garmin.com/support/download_details.jsp?id=1627 It is designed for the GPS 18, but seems to work on most models. If that does not work than GPSGate is great...

Really?? I drilled mine with a cobalt bit and had no problems whatsoever. I left the clip on.

Your doing it the math way which is not correct. Backspacing measures to the outside of the wheel lip. Wheel width measures to the bead contact surface. Becuase of this, you need to add 1/2" to 3/4" to all of your backspacing numbers. I can't find a greta picture, but this sort of shows it. See how wheel width and backspacing measure to different locations.

Sorry but it is true. If you are making it through obstacles at road pressures, you are not doing anything difficult. The main reason for getting larger tyres is to allow you to run at lower pressures. I see it all the time. Watch people not be able to make it up a hill, them just idle past them with open diffs just because you are running at the right pressure. A proper tyre off road should be bagged out and be conforming to the terrain. For carp like mud it does not matter much, but I don't consider mud to be anything real as far as "difficult" off roading.

IME, lower pressures ALWAYS means better traction. People that do not air down do not know what they are doing.

But the sad fact is that other makes break just as readily for the most part. I wheel with new and also heavily modified Jeeps all the time and stock they have as many things break as the Rovers. I've seen a suspension link bracket pull a chunk of the chassis off on a Rubicon. A rubicon needs a good $10k thrown into it to match my stock 90. One hard core cruiser guy I wheeled with in OZ did 3 axles, a t. case, a gear box and an engine in less than 12 months. The Patrols may be the strongest stock, but the new ones are way to big to fit down the tracks and have carp clearance stock. All I did for 4 years in OZ was pull Patrols off of things. And Bill if youe were REALLY turned off of the brand, you would be building up other brands and not spending your time hanging out on the Rover forums...... Everyone else in OZ is running Nissans, why not you?

That is certainly true Bill, but what else is there (new and unmodified) that is better than a 90 off road? Maybe a G wagon, but they cost twice as much.

No, becuase we don't want to get depressed about what we might find.....

A decent set of gearbox ratios at least for the first time in history. They really need more ponies (at least as an option) to sell this outside of the UK. The interior (although not a big deal to us) should really help sell it to the "normal" people.

Specs

Yes, everything thing we do is 100% NDT. All weld procedures are destructively tested. The point was we found to qualify a MIG weld and MIG welding technicians was extremely difficult. Getting the weld as strong as the parent metal took VERY specific and stringent procedures and very good technicians. Your average Joe Blow in his home shop has no chance. The problem is it is very easy to run the arc in the pool and NOT melt the parent metal. It is much harder to ensure the arc is seeing all of the parent metal. With Stick and TIG, you have much more leeway. Generally if it looks poor, it is poor. With MIG, it can look great and be complete carp. Any "shop" based vessel (anything not "pipe") is preferably done SAW. It is must faster, easier and the weld quality is unmatched. All small pipe is TIG. All large pipe is TIG root and hot and stick fill.

As another opinion, MIG is horribly difficult to get a proper structural weld. People use it because it IS easy to get a good looking weld. However, getting a weld that will pass destructive testing is quite hard, requires a lot of testing and skill. I work in an industry that builds basically everything with welds. We have full time inspectors and spent a lot on weld testing. On the last major project I worked on the head welding inspector would not let a MIG machine on the site. TIG or stick only. Aluminium should be welded with TIG. It always scares me when I see all of these people welding structural components on their vehicles with MIG.

Bigger tyres, lower pressures. Ground contact pressure is all that matters.

Is it just an illussion, or does the transmission tunnel look to be centered in the vehicle?