Thanks all.
Guys, planning to do a fluid swap and general maintenance bleed on the brakes soon and replace the accumulator for good measure. This will be the first time I've played with the system, I understand to follow the RAVE instructions to the letter so no issues there.
Questions:
Looking at the modulator bleed screw locations, it seems to me that the easiest way to get to them particularly the long one at the back, would be to shift the coolant tank out of the way. Reasonable?
What are people's experiences for the calipers? Wheels off and the vehicle on stands, or as easy crawling underneath, wheels on?
mad-as wrote:
i had my rear door done after i smashed it , the tint shop used 30% as a match for the other windows . plenty dark enough, if its to dark you will not see out the back window , a real shit to back up in the dark.
I fitted LED "globes" to the reversing lights. You need sunglasses to look in the mirror at night. One of the best little upgrades out there.
Although I used "CANBUS compatible" globes, I occasionally got a bulb failure message (only ever the LHS) so I fitted a ballast resistor with a proper heat sink (I have a few spare if you need one) and as noted, great upgrade.
Gilbertd wrote:
Or just go to V8Developments and get one of their 5.4 litre motors, straight swap with no messing. Going for a different motor if you live in Oz, as the guy that did that does, and there's very little support for the LRV8 makes sense but not here. You're adding complication for the sake of it.
Plenty of support for Rover V8s in this part of the world, easy to get parts or find them in the wreckers. Indeed, as a young fellow I used to re-build them, and if you know what fits what, you can use a lot of Holden parts in your Rover (lifters, pistons etc.). However, Holden and Ford V8s are of course more plentiful.
I see these days that the plate is on a BMW, so guessing the RR got sold.
The ebay link looks like the ones I fitted to mine, and from the same fellow.
From memory the Bosch number is 280150943.
A simple one, new lettering on the bonnet. Gloss black lettering on Beluga. Lettering from Powerful UK. I have used their kits before and they are good quality.
If your master cylinder has vertical fixings, i.e. where it bolts to the booster, the system is imperial, if the fixings are horizontal it is metric.
New windscreen and top moulding, new wiper blades, newly painted s/h bonnet following the little disaster at Xmas (thanks mad-as), new bonnet lettering, replaced the fuel tank purge valve with a known good one, swapped out a set of after market O2 sensors for a known good pair of Sagem ones, tracked down a minor rain leak in the back (still after sitting out in a 6” deluge, it is allowed to leak a little). That was pretty much it for the day.
In my experience you can start from anywhere in the cycle, provided you do the full cycle. You do need to pause with your finger on the button for about a second at each stop point so the motor stalls, the BeCM sees a rise in current and “knows” that it has reached the end of travel.
So, open until it stalls, hold the button for a second or so longer, close until it stalls and do the same, then tilt and back home doing the same.
You might find you have to do it a couple of times to get it to “take”.
Ethylene glycol has a freezing point of -12.9C and a boiling point of +197C. When mixed with water at a 50/50 ratio, the freezing point is depressed further to -45C. It is the same compound acting as antifreeze and anti-boil, not two different products, so given its high boiling point it isn’t going to vaporize at 75C. Even if it did, it is trapped in a closed and pressurised system, so as soon as the system cooled, it would return to a liquid.
Mine runs at 83 - 85 on the highway, 87 around town and on a 35 degree day (and humid) and stuck in traffic, around 92. Add about 2 degrees if running A/C. I haven’t touched the cooling system in my ownership which is over 2 years, so no idea if it is original or how old the components are. The hoses are soft though so I assume at some stage they were changed.
Speaking to Mark Adams, he said that mine seemed to be “a good one”.
The push rods do wear to the tappet heads and the rocker sockets, so best to put them back as they came out.
Bend the pedal up?
Oooff, I hope that big glass roof has a shade you can pull over it, otherwise you would cook in this country.
E10 has been the standard 91 octane fuel here for years. Personally I use either 95 or 98, neither of which have ethanol in it. then, the 97 P38 is the most modern vehicle in the fleet at the moment, then the 81 Landrover, then the 75 Bedford, then the 45 Studebaker, none of which really like unleaded.
Further to Richard's post ...
In the late 1970s, British Leyland became aware of the increasing importance of diesel engined cars to the British, European and (especially) North American markets in the wake of the 1979 energy crisis. It was decided that a new series of diesel engines powerful, refined and economical enough for use in BL cars was needed. However, with development funding tight, it was necessary to use existing BL petrol engines as a base. This included a diesel version of the 3.5 litres (3,532 cc) V8, the development project for which was code-named 'Iceberg'.emphasized text
BL collaborated with Perkins Engines of Peterborough to develop the engine. Both naturally aspirated and turbocharged versions were produced, both using a Stanadyne rotary mechanical fuel injection system. Power outputs of around 100 (naturally aspirated) and 150 (turbocharged) horsepower were achieved.
The Iceberg engine was slated for fitment in the Range Rover, Rover SD1 and the Jaguar XJ but the project encountered problems with failure of the alloy cylinder heads and internal cooling. They were limited by the need to use the same basic block casting as the petrol engine to allow the Iceberg engine to be produced on the same production line to reduce costs. Whilst these problems could have been overcome, the project ran into financial and logistical problems caused by the reorganisation of BL and specifically the splitting of Land Rover and Rover into separate divisions.
Land Rover took over production of the V8 engine in 1982, moving it from the main BL engine plant at Acock's Green into a new, much lower-capacity production line in the Solihull works, where it was built alongside the other Land Rover engines. This meant that there was no spare capacity to build diesel versions of the engine. Coupled to this, it was clear that the market for large diesel engined cars in North America had not developed as expected.
BL finally pulled out of the project in 1983. Perkins initially decided to pursue the project alone, and even produced advertising brochures for the engine as an industrial power unit, but BL withdrew all technical support and Project Iceberg was wrapped up in late 1983. BL's other collaboration with Perkins (producing a diesel version of the O-Series engine) produced the highly successful 'Prima' unit. BL (and its Rover Group successor) bought in 2.5-litre 4-cylinder turbodiesel units from VM Motori to use in the SD1 and Range Rover.
Or indeed, majestic and huge mountains of ice floating around the polar latitudes :)
The 2.5 engine issue is real. They might well do 300k in the car application, which is what they were designed for. However, they weren't designed to cart around a 2+ tonne SUV with the aerodynamics of a well rounded brick, that may well have a 3 tonne trailer on behind.
The same issue is well demonstrated with the 6cyl Landrover. The engine, from a Rover 90, was a lovely, smooth and long lasting engine in its designed application. It would run at about 40% of its power curve when cruising. In the Landrover however, it would run closer to 90% of its power curve when cruising, ending up in short engine life.
It is a shame that Perkins couldn't get the Iceberg project to work properly, as a 3.5 litre, alloy, turbocharged diesel would have been a nice option.
