rusty_wingnut
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Posts posted by rusty_wingnut
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Yeah congrats
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@Eightpot how does the td5 under dash perform in a 110?
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9 hours ago, Snagger said:
Mine only crunches on rushed change-ups, but it is a common problem that doesn’t get better without intervention. A lot of LT77s and R380s suffer badly from it, even with slower gear selection, and some continue to do it after rebuilds. It seems some synchro baulk rings are made with rounded teeth instead of triangular, which won’t work.
I should of also said I've got a slick shifter thing that only adds to the speed of the change.....
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On 6/11/2023 at 6:24 PM, Snagger said:
I’m adding an oil cooler to my RRC’s R380 and had to buy that adaptor from Ashcroft. I’m trying to eliminate the crunching on change up to second gear, which is typical of R380s, even with fairly low miles, once the oil is warm (the box is also being rebuilt). I’d recommend keeping the cooler system if you already have it - the genuine system has a thermostat, so won’t overcool the oil but will work when it gets hot. The standard northern installation of the bypass fitting is fine in most instances, but a definite downgrade. It’s only benefits are a lack of maintenance of hoses and unions and it was cheaper in manufacture.
No crunch on mine at some 320k miles
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27 minutes ago, Snagger said:
As far as I can tell, Defenders up to 2002 (or maybe 2007) had different keys for the back door and front doors - it appears the rear door used a short key while the front doors used long keys (presumably the ignition key). Can anyone confirm that for me?
I know of a very original 1998 300tdi 110 that has the same small key for all doors. Big plastic key is for ignition.
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I should mention I am on a bit of a budget and can't justify spending thousands on this, so that blows out the M of D kit - £1700 just for the heater box with an AC evaporator.
Coolair logan I spoke with on the phone, who still use the under dash as per TD5. I can lay my hands on a TD5 evap for a better price, but not sure how good these things are, I've read a lot of negativity on cold knees but nothing else. This unit takes air from the passenger footwell to recycle, which can clog the unit with debrix off the passengers boots.
Maybe I need to get another heater box and trying to squeeze an evaporator in there, and then add a second unit to the rear.
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Hi all, currently weghing up air con options for the 300tdi 110. Kids are in need of cool air on longer trips, especially as we always seem to end up stuck in traffic somewhere! As I see it I have two potential routes, and wondered if anyone had experience of treading either;
1) Use the standard TD5 setup, including the under dash with a 300tdi compressor. This is possibly the most complex, but will end up with the best looking install, and hopefully not detract from the vehicle too much. Only issue is the cost of the under dash components 😮
2) Use the standard 300tdi compresosr, but link up with an aftermarket option, such as the Britpart cubby box https://maltings4x4store.co.uk/products/britpart-rear-air-con-kit-for-lhd-defender-300tdi-and-td5-station-wagon-da6505.html
Does anyone have real world experience of option 1?
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Cross Channel Classics in Brighton
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17 hours ago, muzaz said:
Maybe I did not explain myself, 85-90mph was not meant as a cruising speed, only for overtaking "slower" traffic on a motorway. Anyway, its not really important, as long as I can drive at a sustained speed of around 70mph at a reasonable eng rpm I will be happy!
As for offroad, it will hardly get any serious offroad use in Malta, it will mostly be in Sicily. Being out of the country where I'll be doing a lot of miles plus mud/rocks/snow I'd rather have something more reliable than standard. That is my reasoning.
If I understood correctly if I take a metric 10 spline diff case (not the axle), remove the diff centre and install an ashcroft locker, I will automatically get 24 splines at the diff. I can then use the HD shafts and flanges.
Taking this aside, you just need an up and running vehicle - no point upgrading diffs etc for this.
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My 90 would max out at something around 96mph on standard gearing and 235s - no fishtailing just a lot of wind noise.
I think you might need to consider a different power plant than a Tdi
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Has anyone still got the picture quoted by Western? I've got a notchy R380 and it's starting to bug me
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Might those ramps be for sale?
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Interesting stuff
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Mine is still running very well - no complaints
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Yes, I run a normal stat in mine, just remove the floating ball thing.
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Exactly my point, you are punished as a ltd company, whereas average van man gets away with it.
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It's a difficult situation, and one where companies should not be punished as suggested. It is only the same as sole traders using their vans for running about at the weekend. I see a number of transits with kids seats in the front at ym sons football training! Secondly some business rely on towing capacity as opposed to load carrying, and hence a transit van may not fill the need that a pickup can.
You can't help but feel INEOs have missed a trick with not pushing HMRC on this matter, it would be an excellent selling point
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You really want the TDV8 - don't waste your cash on the puney V6
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sponsored by ifor williams I heard
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I think the one issue with this is that you don't have an under tray - and as much as you sound proof bulkhead bonnet etc you cannot prevent the noise under the car.
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This does look like an excellent event, I regret offloading my old F650 single - I think this would of been a great bike for it
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On 12/21/2022 at 8:57 PM, jeremy996 said:
The commercial Defender 110 has been listed for a long time, one of our L&R4x4 Response volunteers has one and he is very pleased with it. It is sold as a van and had no rear seats. (Our volunteer has some "temporary seats" fitted in his).
That said, trying to buy one is difficult; JLR quote either a very long wait or refuse to take an order, as they are concentrating on the more commercially rewarding blingy ones.
The Grenadier can be had as a 2 seat van or a 5 seat N1 commercial.
All full sized 4x4s are damned expensive; our local Suzuki dealer has a (rare), new Jimny Commercial for sale at £21k in metallic silver with delivery miles only. That is about £4k more than the old saloon version from 2 years ago. Thankfully for my conscience, not only is the Suzuki too small for what I need to carry and tow, but I physically do not fit in it for more than 30 minutes, you cannot move the seat back far enough, as the goods divider steals too much room.
This is a thing for me now, I can take a VAT qualifying commercial through my company, it has to be a 5 seat though.
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I should clarify - I need 5 seats
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On 3/2/2022 at 2:14 PM, jeremy996 said:
An article in the business section of Autocar and on the website, https://www.autocar.co.uk/car-news/business-dealership%2C-sales-and-marketing/why-van-versions-ineos-grenadier-help-co2-rules
Why van versions of the Ineos Grenadier help with CO2 rules
By offering a commercial variant from the off, Ineos has boxed clever with EU and UK emissions regs
Launching a car company without an electric vehicle these days is nigh on impossible, given the tight rules surrounding average CO2 emissions in the UK and European Union, but that’s exactly what Ineos Automotive hopes to do when it begins deliveries of the Grenadier off-roader in July/August. But how?
The answer: study the rules extremely carefully and exploit the grey area between cars and commercial vehicles.
The Grenadier had a controversial birth when Ineos CEO Sir Jim Ratcliffe tried to buy the original Land Rover Defender tooling to allow him to carry on building a model that Land Rover dropped in 2016.
When Land Rover rebuffed him, the Grenadier was born as a sort of tribute act to replicate the Defender’s rugged simplicity but with the flaws ironed out. Land Rover argued the design breached its copyright, but Ineos prevailed.Ineos has yet to reveal the exact CO2 figures for the Grenadier, but with power coming from a BMW straight-six engine, either petrol or diesel, the number is going to be high, especially given the car’s blocky shape.
Both the EU and the UK, which carried over EU rules, require an average CO2 figure of 95g/km of all cars sold, with a few grams leeway given to brands with heavier vehicles.
Mainstream car makers bring that average down by selling electric cars or plug-in hybrids, or pooling with those makers that do, but Ineos has said a proposed hydrogen fuel cell car won’t be launched until 2027 at the earliest.
There are, however, special dispensations offered to low-volume manufacturers and even more if those manufacturers are making vans. This is where Ineos boxed clever.
The Grenadier is initially available as a five-seat car, but also as two commercial variants: one a two-seater, the other a five-seater.
A longer double-cab pick-up is also on the way next year (with a wheelbase length of 127in, close to the 130in that gave the old Defender 130 double-cab pick-up its name).
The EU says low-volume manufacturers can sell up to 10,000 cars in a given year, as well as 22,000 vans.
The company still has to keep targets to reduce CO2 levels over a period of time, but those are bespoke and agreed with the EU. (Ineos hasn’t revealed what its targets are.)
Meanwhile, the UK has similar rules to reduce numbers, and Ineos is allowed to sell 6000 vehicles, of which 1700 can be cars and 4300 ‘N1’ classification commercials.
These aren’t big numbers but they're big enough for Ineos, whose factory in Hambach, north-east France (bought from Daimler) has a capacity of 33,000 annually, rising to 50,000 building around the clock on three shifts.The van classification works to the advantage of both Ineos and customers, many of whom will be self-employed business people looking for a vehicle to span the twin ‘tool and toy’ functions. “It fulfils both ends of that spectrum,” Donna Falconer, head of product at Ineos Automotive, said.
Currently, the double-cab pick-up captures a lot of that market and is tax efficient for the self-employed, who can reclaim the VAT. The loophole in the UK means the country is now by far the largest market for pick-ups in Europe, led by the Ford Ranger.
Ineos has gone one step further and offered a vehicle that keeps its N1 classification, has five seats and keeps the rear windows, meaning it outwardly looks like the car. (You can delete the rearmost side windows for security.)
This won’t be the first vehicle to do that. Suzuki recently stopped selling its Jimny off-roader and replaced it with a two-seat van version to have less impact on its CO2 figures.
Van versions of cars are prevalent on the Continent as car makers look to exploit loopholes in specific markets. But this is possibly the first car that has been designed specifically with the van rules in mind.
I did wonder about this with regard to the Defender and the Grenadier, I don't believe as yet you can order a "commercial" 110 Defender?
Road Call
in International Forum
Posted
If you get really, really stuck drop me a message. I've got the necessary to move it. I am crazy busy right now though so would have to be an evening/early morning job