It's here https://rangerovers.pub/topic/1983-the-place-for-sales-swaps-wants-offers-gifts-and-giveaways
Maybe it should be made a sticky or even a separate forum heading?
We had 10 D2s at work and all were ES models with ACE, mainly because 6 of them had an 8m Clark pneumatic mast stuck through the rear sunroof. When they were being disposed off at least 3 of them sat waiting to be collected with their arses on the floor.....
P38 chassis isn't galvanised but the metal is very thick, unlike the chassis on a Classic or D1, and the D2 apparently, which is wafer thin. I always thought the Disco was a luxury Defender, aimed at the farmer who's wife wanted something a bit more presentable, the D1 certainly was.
Simon, if you look at his sig, it's a '99 fitted with a Prins system. Hence my mention of the emulator unit.
We had a 51 plate D2 ES TD5 from new at work and while it was a vast improvement over the 200TDi D1 it replaced, it still drove like a truck. You didn't get the 4.6 V8 but you did get the 4.0 litre Thor, that's what BrianH runs. Unfortunately they are very few and far between as most people that wanted a V8 went for the P38 so most of them were the TD5 version. Much like the later D3, almost all have the oil burner and only a very few were sold with the 4.4 Jaguar/Ford V8.
Had another look at RAVE. Seems there may be two switches on the side of the gearbox, one is the reverse switch while the other is a neutral switch. Of course with yours being very early it may be done a different way.
From the ETM:
A shift between ranges is possible when the
transmission is in neutral. The Transmission
Gearbox Control Unit (Z256) senses this via a
Park/Neutral Switch (X308) on automatic
transmission vehicles and via either a clutch switch
or a lever neutral switch on manual transmission
vehicles.
That suggests you should have either a neutral switch under the centre console, or on the gearbox itself, or a switch on the clutch. If the latter, you'd need to have the clutch pedal pushed down to change range.
Could be although I would expect a wiring problem to be permanent not intermittent, but some Prins systems use a separate injector emulator so it could be a problem with that (if your system has one). In which case you'd get injector disconnected codes stored once you get OBD working again.
I suspect the sticky strip was put there by someone to stop the noise, there was nothing on mine although the leading edge does seem to be more flexible. The trim isn't slid into place though. The trim is put into place and the clips slid to one side to lock them on the pins or, if you do it how I did, the clips are slid onto the pins and the trim then pushed downwards so it clicks onto the clips. The clips will then pull it in to contact the screen.
About the only things that aren't common to the two fuel systems are the injectors and fuel pressure. I can't see it being an injector problem or it would be there all the time. Nanocom will show if you have any fault codes (likely P030x code to show which cylinder is misfiring or simply a P0300 multiple misfires code) but will also allow you to look at the live data and see if one bank or the other is running lean or rich.
In fact thinking about it, there were some pretty odd decisions made by LR in the past. The Classic got a completely new wiring loom and interior when the soft dash came out for the '94 model year, yet the P38 was announced later the same year so why bother upgrading the Classic? If they'd upgraded and used parts that were destined for the P38 that might make a bit of sense but they were completely different again.
leolito wrote:
Except some muppet at Solihull thought it was GREAT idea to swap the transfer so the axles are the "other" way around ...
I know the Classic and D1 had the propshafts running down the RH side of the car rather than the left as on a P38 but I'd always assumed they'd swapped it over on the D2 and used the same bits. The hubs and driveshafts are the same design (but different part numbers it turns out) rather than the exposed swivel joint and the wheels changed over to the same PCD as the P38 at the same time. Brake callipers are the same too but the D2 gets vented discs on the front that we don't. Considering the V8 uses the same engine and gearbox as the P38 I'd always assumed the D2 was the budget P38 the same as the D1 was a Classic underneath.
Yeah, that's a bit obvious though. I'd want it to look perfectly standard, I've always preferred the sleeper look.
What trailer are you using? Brian James tow best, Indespension bounce all over the place when empty but are OK when loaded and Ifor Williams are somewhere between the two. It was an Ifor Williams CT115 I used to collect your father's (your) Austin Seven but that is only single axle and rated for a load of no more than 1000 kgs.
StrangeRover wrote:
A chap in new zealand fitted a Rotary engine in to a Model S, the EV people weren't happy!
I've considered fitting the 190bhp Toyota 2ZZ-GE motor from the Celica (which is the same motor used in a few of the Lotus's but breathed on) in a Prius just for the hell of it. Should go like stink once the weight of the batteries is removed. Just a shame the Prius is so damned ugly.
Yes they are, Disco 2 and P38 share the same axles and brakes.
If you buy a BMW i8, you can set the DSP sound system to make the proper noises. You can even select if you want it to sound like an M3, an M5 or various others. Only problem is, you are the only person that can hear it.....
It's the Volvo FH and FM that are available in CNG or LNG forms. The Ashford services on the M20 have recently installed LPG pumps to fill them. Unfortunately the Ashford services are HGV only otherwise it would be an alternative for me instead of the filling station in Dover before I get on the ferry..
Yes, 150kg maximum on the hitch, around 100 will be better, 3,500kgs maximum towed weight. Depending on what you are using, a trailer rated for 2,800 kgs or more MAM will weigh around 800-900 kgs empty, so you'll be looking at about 2,400 kgs overall. Should be no problem at all for the Duchess.
Morat wrote:
Benefit in kind for company car drivers.
BIK works on a sliding scale. EVs attract 0%. 3% for new PHEV, up through the various decreasingly "green" options to 21% for anything that produces 100g of CO2/mile or more.
So, if the company "gives" you an M3 you'll pay 21% of the purchase price in tax. If they give you a Tesla you'll have nothing more to pay.
So that encourages company car drivers, but what incentive is there for private owners?
I can't see how they will faze out diesel in few years what about the HGV side of things how will they come over that obstacle
At least two HGV manufacturers are now producing LPG powered trucks and there's also a few running on CNG and Hydrogen......
There never was an option to have a mix of 7 and 13 pin connectors. You had a dual socket system, with two 7 pin sockets (see https://www.pfjones.co.uk/advice-centre/tow-bar-advice/tow-bar-electrics.html) which was replaced with the 13 pin single socket that used a single socket to give the same connections as the two 7 pin ones. The connections for the single 7 pin socket are behind the RH rear light while the additional connections needed for the second 7 pin socket (permanent live, ignition switched live, reversing lights and ground) are on a plug behind the LH rear light.