Phil Hancock

My manuals state 135atm as std which converts to 136.78875bar.

I would guess that its the same figure as the difference between std and 1 ton shackles centres. I will measure them in a bit when i go outside.

A friend of mine has fitted a 200Tdi into a 109" but with a 300 manifold set to sort the turbo/chassis foul issue, he used a 110" 300Tdi exhaust and every part had to be chopped and tweaked to make it fit. This will be a pain when replacement bits are needed as nothing off the shelf will fit. So the answer to the Tdi exhaust in a 109" is it does not fit. The Steve Parker 200Tdi/turbo D into a 109" exhaust has a custom front pipe and intermediate pipe but a Stg 1 V8 silencer/tailpipe.

Well it certainly made my 109" clutch lighter.

Dickheads!

Sounds like carp under the one way valve, get somebody to push the brake pedal down while you look in the ressy. If the seal is letting the fluid back you will see disturbance in the ressy fluid.

I used to find some lift pumps if they had been stood needed the valves wetting to get them to seal and so pump, a squirt of engine oil in each port and hand operation before fitting the pipes sorted it.

The rounded end resevoir is the earlier imperial threaded version of the master and the square was the metric threaded version that was fitted to later vehicles.

for SII 88 brakes would be to fit late SIII (1980+) 88 brakes. My wife's 1980 Lightweight had 11" SLS front brakes and I think it had 10" rear The late 88" system was 11" x 2.5" wide TLS fronts and 10" x 1.5" wide SLS rears with 1.250" diameter cylinders at the rear which are the same cylinders as fitted in the 10" fronts. The pedal box/servo/master was the same as the 109" model had.

Try it connected without the pressure regulator as i have found that they restrict the flow somewhat.

Correct.

I have just had to do a series 3 main box repair on mine, the mainshaft had broken the rear end off. That was a brill start to a weeks holiday in north norfolk.

As the injectors are 2 stage they need different testing equipment to spray test properly. Also re the pistins they wont fit from underneath as the main bearings are in the way.

Or a machine shop to machine you some new ones from cast iron bar.

But what gearbox to harness that?

If the head has already been skimmed you will find that new hot spots will project too much above the face of the head.

Thats a bypass type, the flow rate is small due to the internal finning in the tube, used with a series filter assembly would probably work. BUT used with a Tdi filter head assembly the restriction would starve the engine of oil when the thermo sends the oil thro the cooler, result, ****ed engine.

Well my 14J which has the same viscous as a 12J/19J/200Tdi & V8 of some ilk is left hand thread i have just checked it. The engine rotation against the resistance of the fan blades will tighten it, so to undo turn the viscous hub in the same direction as the engine turns it.

Dont forget that the drums that came off wont now fit the replacement hubs as the metric studs are a larger diameter.

They worked just fine without the fade that 10" brakes have when working hard.

I did it years ago on my 88" series 2 and there were no fit problems at all, i changed the original 10" brakes for 11" x 2.5" and later changed them again to 11" x 3".

No bleeding required on petrol.

Same as late 200 disco, but as pointed out the verry late 200 was 24 spline.

The difference in performance would be because the earlier dual line master cylinder fitted on 88" models has a 15/16" bore as against the same age 109" master which looked identical measuring 1" bore.

How about a very high tensile 9/16" BSF bolt screwed in from the rear to replace the stud with plenty of loctite stud lock to stop it turning. This had been done on my 88" before i bought it back in 76.