Ex Member

If you want an F150, get that. That is a completely different vehicle for a completely different purpose. There is no crossover at all.

Are you on their payroll?

Wranglers have no space inside so are not great if you want to go somewhere or do something. "Real" Land Cruisers are not sold in the first world and they have stupid design features like different track width front and rear.

So you have the Defender aluminum windows currently then? You should be able to extract the stud. Get the glass out and the lower channel so that you can get to the top of it. Heat should help as the aluminum will expand away from it. Start with left hand drill bits, Worst case you need an oversized insert if you get into the threads.

You can get galv ones from SP4x4 now. Not expensive, but appear only single sliding. https://www.sp-4x4.com/category_s/119.htm

Do you want the item to fail on or off? Fail on, then switch the earth side. Fail off, then switch the live side. Are you switching at multiple locations or remotely? Then switching earth is better as it requires less wiring. Is the device being switched prone to shorting to earth, say from getting submerged? Then switching live i preferred. Are you switching electronically? Switching earth is preferred.

Without reading all of this, it might be covered. The stock oil separator closes off automatically when the intake pressure drops, so at high engine flow, it should close. Perhaps your valve was not working. FYI, the stock unit was made by Mann+Hummel.

Your simple analogy misses the important details of how the air springs are designed. The bags that are used in these applications fold over a piston. The reduction in volume is very specifically controlled so that the change in spring rate is managed and do not become logarithmic. Within the acceptable travel range of the springs, the change in spring rate is fairly small.

Give me a break. 31.7 versus 32.0. Nobody can see that. The problem is the tiny sidewalls that prevent you from reducing air pressure. 6.0 versus 7.9 = 30% difference.

That fell through. They are using Steyr now.

Mercedes has zero to do with this project....and specifically declined to supply the powertrain. 90% chance it is sold and serviced via the BMW network.

Which I assume makes it not legal to do in Europe?

To be fair, that was a bigger vehicle (which makes sense), not a bigger engine (which does not make sense).

You can get Truetracs in 10 spline. MUCH cheaper than Quaife. 910A400 rear, 910A416 front.

Normally Land Rover fit larger brakes on models with larger engines. They have been doing this for a long time.

And really that is the biggest issue with this insanely complex new vehicles. Just by the number of complex systems that exist there will be problems like this occurring. There will be zero chance that you will be able to fix these items yourself. Once these depreciate and are out of warranty, it will make no sense to keep them repaired.

That is insanity.... Build small, efficient cars and get penalized. Only in the UK.

People that wanted a new Discovery but thought the D5 was ugly.

35" tires stock on 17" rims. Beadocks stock Front and rear diff locks Long travel suspension 95:1 crawl ratio. 7 speed manual or 10 speed auto. 100" and 116" wheelbase Removable doors, roof, side panels, flares and much more. Washable interior with sealed electrics and a drain to let the water out. 2/3rds the price of a Nufender. Nufender sales in North America will be very low. Much like the Wrangler, they will encourage you to modify it.

I covered change interval earlier. It is not a fixed thing. The world is not black and white. In the end, the specific choice of fluid does not matter much for Africa use. Anything with a similar viscosity to MTF-94 will shift the same. These boxes do not fail from wear. Better fluids will handle heat better, but that depends on how hot your boxes run. Heat is the killer. A cooler and a gauge are the best things to have in a hot climate. For the fluid, I would get whatever is available in Africa and, as already stated, you are asking on the wrong forum. You need to ask Africans.

I would not purposely choose the MTF-94 as it is one of the lower quality lubes around these days.

Because before that point in time MTFs did not exist..... They specified ATF because that was the only low viscosity lube available. In the mid to late 90s, MTFs started to be developed as most manufacturers moved to the use of low viscosity fluids in their manual boxes. Today there are dozens of options. Ashcroft has found people have better shift performance with ATF. This results in less warranty issues. For Africa, I would not suggest an ATF. It is lighter than MTF. ATF is fine normally, but in places where you will be running a really hot box, it gets too thin. I'm not sure what is available there and you are best to get on one of the many African forums instead of a UK one. Change interval is not a fixed thing. It depends on many factors. Assuming you do not contaminate the oil, the main one is overheating. If it is not overheated, it will last a very long time. The only true way to know is through analysis. If I was in Africa, I would at a minimum stick on the stock high temperature switch to make sure you are not getting too hot. If you really care, get an analysis when you change and then you will know.

Where are you? That affects what options you have available. There are many choices, but a lot of them are regionally specific.

They used to be cheaper than that before Mercedes lost their way.

There is a 99% chance that this is a way to get the local government to provide more incentives. You do not become the richest man in the land by playing nicely.