Phil Hancock

The adjuster hight comment is only relevant on 11" brakes, this is an 88" so should be 10".

The only difference i found on 4 pot rads was the size/shape of the tanks and hose tail diameters. Same core fitted both. S3 had smaller tanks and an overflow bottle.

On my 2.5TD its 1/2"BSP and im sure that our G reg disco 200 was the same.

Thats if the seal is being fitted with the flywheel housing still in situ, if flywheel housing is loose then fit seal to housing with the protector still in the seal. Do NOT remove the protector from the seal, let the fitting push it thro.

Since when???? my genuine defender, discovery & late S3 manuals dont say use new bolts.

Im running 569203 and they are from a 2B forward control, size is 6.5" x 16" x 1mm outset, my other set is from a 1 ton and they are 569204 size 6.5" x 16" x 20.3mm inset.

Narrow springs was only very early S1.

I was going to say that it was a series sump for oil cooler fitment, untill i saw the later photo's which showed the drain pipe from the oil separator. I does look to me like the exhaust is wrong, its a lot fatter looking than the front pipe on my 19J, also the support bracket? what do others with x-mod 2.5's say about the exhaust.

The casing spreader business comes from the correct preload on the diff bearings. If its been done without a spreader then the bearings were somewhat worn. My front diff would not move at all so i had to make a spreader to get it out.

Put the wire from the back heater plug to the starter switch side of the old ballast resistor, the warning light wire(thin one) that was also on the opposite end of the resistor to the starter switch wire wants to go on the resistor mounting bolt to earth it and change the bulb from a 6V item to a 12V. Job done.

That was my Salisbury front axle!! luckily the gears as they contain Chromium as one of the ingredients in the steel survived ok but not the bearings, one new set of bearings later and a total internal wash & i have a usable axle.

Acording to a Defender retro fit kit pamphlet for the 200Tdi its 270Kg.

10J 2.25 diesel 5 bearing 11A 2.4 VM TURBO D 11J 2.5 N/A DIESEL MOD 11L 2.5 TDI DIESEL (200TDI) 17H 2.5 PETROL 12J 2.5 DIESEL N/A 12L 2.5 TDI (DISCOVERY) 14J 2.5 DIESEL FREIGHT ROVER 15H 2.5 DIESEL CARBODIES (LONDON CAB) 15J 2.5 DIESEL FREIGHT ROVER 19J 2.5 TURBO DIESEL 90/110 22J 2.5 TURBO DIESEL FREIGHT ROVER

TD pistons are different to NA. NA are plain aluminium and TD although dimensionally identical are 2 different materials to reduce heat stress cracking.

That sounds like a 2a starter switch, but they dont have a live ign when heating or cranking.

Just ask for the engine number and then refer to the following 10J 2.25 diesel 5 bearing 11A 2.4 VM TURBO D 11J 2.5 N/A DIESEL MOD 11L 2.5 TDI DIESEL (200TDI) 17H 2.5 PETROL 12J 2.5 DIESEL N/A 12L 2.5 TDI (DISCOVERY) 14J 2.5 DIESEL FREIGHT ROVER 15H 2.5 DIESEL CARBODIES (LONDON CAB) 15J 2.5 DIESEL FREIGHT ROVER 19J 2.5 TURBO DIESEL 90/110 22J 2.5 TURBO DIESEL FREIGHT ROVER By the way it was only 110's that had a 2.25p or 2.25d, when the 90 was introduced it came with the 2.5p or nad which the 110 also changed to at the same time.

From what you have posted it sounds like you have 24 spline shafts, late 88" & all 109" xcept V8, if so the missing collar sounds like the spacer that fits under the round slotted nut and sits on the spirolox ring in the splined bore of either the standard flange or the FWH center hub. The spacer is a Rover part with the number 556628.

also do you know if top gear is cross drilled for oil feed , if not grease g/box shaft / inside gear before refitting. Or get the proper oil feeder plate from Ashcroft transmisions then you wont need to worry about lubrication there ever again.

If there is no undersize stamped on the original shells then they will be standard.

Whats wrong with LR original parts.

Cant you get away with replacing the 2.25p with a full blown 2.8p from ACR, no conversion needed to fit it and it will still look standard(well almost).

My brother in law had the same symptoms as this and it was the rod from the waste gate actuator had come off the arm for the waste gate so the waste gate valve was not closing.

Pysically yes so long as both are either solid or vented discs, BUT 300 are single line calipers and 200 are twin line, linking pipe from one piston pair bleed screw into other piston pair inlet will sort that issue.

231116 are the reverse gate springs so are not even on the transfer box.

I think you will find that the reason the pistons wont come out is that the big end eyes are fouling on the oil cooling jet tubes.