Mark90

If you want to make your own decent cables I have a crimp tool you can borrow.

Two low cost options that you can modify to mount BT headsets if you're not wearing a helmet. Head Torch Ear Defenders

Chrome with blue neons if you want it to blend in round Weston

Have a Jag shifter in my mates racer. It's much better than the standard LR shifter as if you're holding it in a lower gear and then shift it back into drive you can't overshoot and hit N/R/P.

One of the best boots I've used are Danner. Got some Fort Lewis to try as they where cheap ($20 on ebay, nicely broken in) and they have been great. A lot lighter than you'd expect and very comfy, can wear them all day without any fatige. I'd probably go for the Recon boots if buying again as the Fort Lewis are a little high for general use, but great for wading through mud/streams/etc.

We've been toying with the idea of doing this. But it's a bit close to (weekend before) the AWDC 'run what you brung' at St Wulstans which will be much more fun Besides I have a feeling this will be a weekend of watching over lifted lifted, over fueled tdi disco's wobbling and smoking along the 1/4

And the right doors. Anti burst locks require an extra hole in the door for the lock. Earlier type doors don't have this hole as it's not required for the SII/early SIII standard non-anti burst locks. 20mm hole saw will sort it if you want to fit anti burst locks to early doors. Oh and there's two type of anti burst locks, those fitted to late SIII where the catch is like a 'hook' and the military type where the catch is like a 'flap'.

I just bought a boss to match the sender thread and had it braised into the sump. Seemed to do the job ok.

One more than my missus, who also can barely ride a bike

Only if you passed a specific C1+E test, if you got C1+E on your license due to passing you car test before IIRC 1997?? then you will be have code 107 listed next to C1+E which means you're limited to 8250kg. I have an Iveco 35S12 MWB 2.3 and have found it great for towing, even with the big rear overhang. So far not really had more than about 2000kg on the back and that was fine even with a lightly loaded van. Maybe could do with a bit more power, but it's still got more go that towing with a tdi so it does the job. I bought this van (to convert to a camper) specifically because it had a decent towing capacity, 2800kg. Most 3.5T vans are limited to around 2000kg towing capacity.

30, but then I did do my theory test last year when doing bike license.

I had a 664 in my 90 with 5ish hp motor on an 8274 and it was fine even doing the odd winch challenge event. CCA and capacity is about 150% of standard LR battery so a good jump up and plenty for light winching, and without any complications* of a split charge unit. * Yeh I know a split charge is hardly complicated

Bish, sorry for nicking your avatar but it some how seemed to fit....

I'm with Bish on this, a 663/664 is about a big as you can get in a 90 seatbox and has plenty of umph (fitted to a lot of commercial stuff), probably about £60-70.

Sounds like what Ivan Dudley had in his Metro 8R4.

Time for a new number then

Jase, my mates racer uses a DII box grafted on to a RRC chassis. From memory box sits on chassis with bracket extending below, can't recall what panhard rod mouning is like. Drag link is custom, strengthened, with stardard DII drop arm and TRE at the box end and a rose joint at the other. Would need to get it out of his garage to take pics, in which case you may as well pop round. If you want to take a good look let me know and I'll see when he's around. Located very near me, if you know where that is. Had no issues with this setup or box except the original box (of unknown age/use) going notchy after taking a little excursion into a ditch at Ebbw Vale last year. Changed in 20-30mins, and so far no problems with the recon box fitted.

That's what I thought when I was new to all this stuff and still rather green. I bought some recovery gear from David Bowyer, but later with a little more knowledge about these things decided I'd best replace the unrated shackles with some proper tested/rated ones.

You're obviously not trying hard enough I have seen these fail on racers and heard of them failing on challenge trucks. Only ever seen standard arms damaged through significant 'offs' not through fatigue as appears to be the case on the lightweight ones. Personally if I wanted castor corrected arms I'd be looking to modded standard arms, probably from Gwyn Lewis.

Must have been a fair few of those 'display' sets sold, I've seen a few that have gone the same way. I guess that's why they reduced the number of holes in the later sets. But why not be up front and straight about it?

Thanks Steve, that's a very kind offer, might take you up on that. 1.4 would be a bit too high I think, 1.66 could be an interesting choice, more in line with the gearing on the old car with 1.66 LT230. Currently running about 2 by my calculations. Not had the Milner box apart, is it an straight forward job to swap the cogs?

Yes, that's why we've we been studying the graphs I created for various transfer ratios (milner box) to see how the gears compared to what we have now. Currently second seems ideal for the nadgery bits and accelerating out of the slower corners. Raising it about 1/2 a gear could have and adverse effect on this, raising a full gear bringing 1st into play more would probably be too much and give too big a gap between gears and causing the revs to drop off too much. The main box is a ZF which ovbiously gives a certain amount of slip/fuzzyness to the ratios over a direct manual. Don't generally find it hunting for gears and only occasionally find it bogging down and have to lock it down a gear - jag shifter with U gate allows this easier than the LR shifter. Shame isn't not a quick change transfer box to make it easier to try alternative gearing or even set the car up for each course. Maybe we should dig the old SAT's out for an event Oh Streaky sorry for dragging your thread OT, well not really

You do have a little more than rover V8 can reasonably off though We have toyed with raising the gearing a little (still may do) as it tops out not much over 80 but the trade off in a little more top and is the acceleration. Given we spend more time accelerating that topping out not sure if it's going to be a good move to up the gearing, maybe a little would help on some courses. But with only an ickle 4.0 TVR lump need to get the best acceleration out of what power there is.

Another one here agreeing with Bish. If things had been different and Gresh's children had died as the result of the transit van being driven at speed and 'incompotently' maintained and 'dangerously' modified the LR forums would be full of calls for a lynching.

With the comp safari cars we have found it much better when they are road legal as it gives the oppertunity to road test between events. There's nothing more annyoying than fixing/replacing/modifying something after and event only to retire early at the next one because the 'fix' hasn't. Still get's trailered to events though.