Thread: Series IIA Pulling Power

You were almost certainly overloaded - maximum trailer mass for Series Landrovers is 3.5T, and that assumes you have independently operated brakes, not over ride brakes (and ADRs require them to operate on all wheels of the trialer). In addition you need a non standard towbar and connection, although the NATO hook I think is approved for this load.

However, this does not explain the engine dying - there is no reason why the engine would not continue to pull indefinitely at full throttle, even at low road speeds and high temperatures, although this may not be very good treatment for it. The problem is almost certainly simply that the vehicle is at least 35 years old, maybe as much as 45, and some parts are not functioning as well as they did when new. My guess is that the engine was running hot because of a less than perfect radiator, possibly combined with a slipping fan belt (the radiator shroud is still in place I hope?), and the resulting above normal under bonnet temperature was resulting in vapour lock in the suction side of the fuel pump, probably helped by a partly blocked screen on the fuel pickup in the tank and possibly by slight air leaks in the suction line or not quite perfect valves in the pump. You possibly could have prevented or fixed the problem by simply removing the bonnet, thus improving the airflow and reducing the temperature around the fuel pump and suction line.

John

I am with John on the vapour lock. Reading good old Len Beadel's accounts of his travels the high engine temps combined with 40deg+ outside would cause vapour locks in the fuel lines (that was Len's SI).

I am thinking the same thing happened to your Landy: working hard, running hot, high ambient temps, fuel in the rubber hoses in the engine bay would reach high enough temps to vapourise quicky causing 'gaps' in the fuel delivery.

I can't remember what the carby set up is on the SIIA, but given high enough angles the float could have been out adding to the fuel starvation issue. I can be corrected on this issue as my last experience with a carby on a SII was seeing it removed with the engine still attached to make space for the 2.3 LR diesel...

And yeah, you were probably legally overloaded...

Originally Posted by Turtle61

I am with John on the vapour lock. Reading good old Len Beadel's accounts of his travels the high engine temps combined with 40deg+ outside would cause vapour locks in the fuel lines (that was Len's SI).

1. I am thinking the same thing happened to your Landy: working hard, running hot, high ambient temps, fuel in the rubber hoses in the engine bay would reach high enough temps to vapourise quicky causing 'gaps' in the fuel delivery.

2. I can't remember what the carby set up is on the SIIA, but given high enough angles the float could have been out adding to the fuel starvation issue. I can be corrected on this issue as my last experience with a carby on a SII was seeing it removed with the engine still attached to make space for the 2.3 LR diesel...

And yeah, you were probably legally overloaded...

1. The Series 1 was more prone to vapour lock, as the position of the pump high on the firewall (on the exhaust pipe side!) compared to low on the side of the engine opposite side to the exhaust means not only more heat in the S1, but probably more importantly, a higher lift on the suction side.

2. If the S2a has the original carburetter (either Solex or Zenith) the float setup is designed to operate at offroad angles and it is very unlikely that the float could be adding to the problem. The symptoms are classic vapour lock.

John

4 Cylinder Land Rovers of the 2 /2A /3 were one of the most abusable engines ever built. These things can be overheated seized allowed to cool down and continue the journey. Yes it was overloaded but I have seen a 2A tow 12 tonnes over a short distance without issue (no stopping in a hurry). I would say that it had vapor lock if you want to do it again make sure the cooling system is in order and fit an electric fuel pump near the tank the fuel under pressure to the manual pump will help to eliminate vapor lock.

OK. I stand corrected about the carby - as I said, diesel is my thing

BTW my old SI (1957) had an electric fuel pump on the bulkhead near the steering column nowhere near the exhaust.. but it was high up and often the points would stick requiring a gentle tap to get it going... oh well....

Originally Posted by Turtle61

.........

BTW my old SI (1957) had an electric fuel pump on the bulkhead near the steering column nowhere near the exhaust.. but it was high up and often the points would stick requiring a gentle tap to get it going... oh well....

I remember it being on the other side - but that was over forty years ago, and I have just found a picture, and you're right! It is on the right side, where a little thought would have made it obvious it should be - after all both the carburetter and the fuel tank are on that side. But apart from the problems with the pump - and I remember them well enough - the extra suction height as well as the fact that hot air rises means that vapour lock is more likely on the S1. On the other hand, it will clear quicker, as the pump keeps pumping after the engine is off.

John

I think everyone's comment of vapour lock is spot on and the 2.25 petrol really will take some harsh punishment, still one of my favourite engines.

Greenmount Hill...
I remember being 18 and still being quite a bit stupid, I had my SWB Series 3 2.25 petrol coming down that hill with a mate of mine in the passenger seat, we managed to wind it to the end of the speedo, no overdrive or tacho (probably a good thing)

Best regards
DarrenR

As others have said - illegal and dangerous - don't do it again.

But I agree that it was probably vapour lock and probably no harm was done.

Vapour lock was one of the reasons I converted to a diesel. Plenty of times on hot days driving in low range I had to steal some ice from the esky to get the engine running properly again...