secondjeremy

You'll have to fit the spades with double wires - ie first one has source + feed to 2nd - 2nd has feed for 3rd as well and so on.

Sparsholt college near Winchester teach welding: https://www.sparsholt.ac.uk/?s=welding I did evening classes there about 40 years ago and haven't blown myself up yet!

Switch is for the panel lights. Reversing lights must either be on a switch which operates when reverse is engaged - or have a warning light. But there's a difference beween work lights and reversing lights.

I'd start with the camshaft - which is ridiculously soft. Very late 2.25 engines and the 2.5 use the diesel one which is a bit better and something more aggressive could well improve things still further. next thing to look at could be to increase valve lift - different rockers - or offset the bearings.

Many bolt sizes (but not all) are given in the S3 parts book tables at the back. I wonder what searches for S3 parts manuals will produce. I've used namrick - good range and service. There are also bulk suppliers who are much cheaper - but BSF is rare. There's very little BSW used on Land Rovers - occasional stud into alloy really. many odd sizes are available from parts suppliers - including BSF - but they are often to original specs - so 5/16 UNF nuts for brake cylinders are unplated.

Jerky stiff steering - have a good look at the relay - and make sure its got oil in it. If there isn't any sign underneath its a sure sign it leaked out years ago. Also check the aroms are tight - and that the bottom of the relay is tight in the chassis. Tracking also makes a surprising difference.

The locating slots can enlarge with wear. How unusual to find one of those bearings intact - they usually snap at the flange. The bearing should be oilite or whatver its called - the (sintered?) oil - reataining slightly porous bronze material. Your new one looks like solid brass but that may be the photograph.

The load on the intermediate shaft is on the front - S1's had a shaft that was the diameter of the small front bearing for all its length and bearings to match and its common to find that a groove has worn in the front end and the front bearing has worn out. the back one is usually OK as is the shaft at that end. In the middle of the S2 run LR enlarged most of the shaft and fitted bigger bearings - which cured the problem. So the proximity of the securing bolt hole to the back bearing shouldn't be a problem.

I've used several sets of Britpart Series DeLux seats - which have all been fine and look good.

I made part of one for an 80in - and having done it decided it was a job best avoided. I started with some S3 pipes - to provide the curves. The problem is not only getting the curves in the right place but holding the pipe at the exact angle while its welded, without crushing the pipe. That pipe had a 4 hole flange to the manifold - which I found was tricky to align. I eventually tacked that up with the pipe on the vehicle. People other than Britpart make exhausts. I use Bearmach which has always fitted nicely - and is sometimes cheaper than Britpart. Which lasts longer? Dunno. I'm beginning to wonder if the Solex carb on earlier S2/2A's burns exhausts more rapidly that the Zenith and possibly the Weber.

Simple bits first: You mention free wheel hubs - have you checked they're engaged? Do they still work properly? In high ratio the thing is in 2WD unless the yellow knob has been pressed. You mention the floor is out - is the centre tunnel still there? yellow knob only works if the tunnel is there and the spring around the shaft is in place (unless you operate the pin restraining movement of the selector by hand) 4WD strange behaviour is usually siezure of the selectors where they emerge from the front of the transfer box above the drive flange. The shaft the yellow knob mechanism engages with is simply spring controlled - and if the front end gets rusty strange things happen. There is a cover which can be removed to inspect and clean - generally some vigorous cleaning and lubrication sorts it out properly. The studs for the rear propshaft are in fact bolts secured in place with a large circlip. They only hold the propshaft on and won't fall out. The handbrake drum is held on by the outer row of BSF studs and nuts. Was thee anything obviously wrong with the back shaft (Knackered and rusty UJ?)

Burlen Fuel Systems make diaphragms and other parts for the Solex. I've used their parts a number of times and they're good. I replaced the float chamber gasket on a Solex with a cheap one I purchased somewhere (not Burlen) and the choke wouldn't work at all. There was a hole missing in the gasket - Burlen gasket and it was fine. http://burlen.co.uk/ Look under Zenith Soles works nicely with new diaphragms and seems far less temperamental than the later Zenith.

Its probably the only one that does anything. Originally one was for the ignition controlled accessories - and one for the interior light when fitted. has a pink wire!

Does it have to be alloy? Could something that'll do the job be welded up from steel?

I've had a hand one for years and not used it much, mainly as I don't need to 'Joddle' joints in thin metal very often. The hole punch works nicely but the resultant hole isn't big enough for a decent plug weld. (Ie it looks great but when you turn away the things can be heard popping off! - twice was enough for me to abandon that method.)