The recent thread on a compound turbo setup has been interesting or better still a variable vane turbo in a twin turbo system would be great. I have the sequential turbos on the D4 3.0 and there is barely any lag at all.
Immaculate! :) :) :) :)
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The recent thread on a compound turbo setup has been interesting or better still a variable vane turbo in a twin turbo system would be great. I have the sequential turbos on the D4 3.0 and there is barely any lag at all.
Immaculate! :) :) :) :)
I've been reading the thread on the compound turbo. My mate has put a turbo off a 300zx on his isuzu and it seems to have minimal lag with good power. I've got some photo's of the back of the cab and diff for you if I can get them attached. Took a few goes last time.I'm not real good at this stuff.
Just got a couple that I missed.
Thanks for those.
I didn't know you had already fitted up the air suspension?
https://www.aulro.com/afvb/
Diana :D ;)
Haven't visited this thread for a while. A Disco banjo housing has a stronger A frame ball joint taper bracket.Would the drum brakes requiring regular adjustment be due to the snail cams backing themselves off? I've struck this a few times over the years.Out of interest, has anyone measured a hot brake drum vs a cold one?Anyway, a quick pump of the brake pedal soon addresses the heat expansion issue. Don't know about liquification, but I read somewhere that fade is due to a film of gas at the brake shoe drum surface interface, and drilling the friction surface of the drum and/or brake shoes allows the gas to escape.
It was mentioned that the Thru drive may have been built in Germany. Could that company be Schuler Presses? the same company that did the chain drive variable torque split transfercase conversions for earlier RangeRover Classics?
Just from appearances, I don't think there is sufficient offset between the pinion shaft and the output shaft for the rearmost axle on the thru drive unit to clear the extra bulk of a Salisbury diff, whether the thru shaft is internal as on the Rover diff, or external.
Bill.
Bill
I have recently agreed to the purchase of a DI Maxidrive. In light of your comment above, would you go to the trouble of retrofitting the through drive to the D1 housing?
It will make the disk brake conversion easier.
https://www.aulro.com/afvb/images/im...15/06/1017.jpg
Diana
Diana, that would depend on how extensively the banjo housing has to be modified for the bolt on rear cover/thru shaft bearing assy . Judging by the photo, your housing already has the later A frame ball joint bracket.Quote:
Originally Posted by Lotz-A-Landies
bill.
I have the same trouble as you with rust under the bump stops, so all the stops have to come off. The disc conversion is not that hard just need a military conversion plate to copy off. Andersons land rover in hervey bay have some left overs from doing my conversion. The hard piece to get hold of is the military stubs. From there it's just bolting it together. To find which bits worked at the start but once we worked it out it all seemed easy as. The only hard thing is welding a plate to take the A frame plate from the other diff in the picture
Why not attach the bump stops to the axle and reinforce the chassis contact area when repairing the rust???Quote:
Originally Posted by jorjatom68
RANGE ROVER 6X6 CUSTOM NSW ENGINEER CERTIFICATE 1986 | eBay
Just for interests sake 6x6 rangie with 2 ford 9"'s