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Landy Mann

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  1. Like
    Landy Mann reacted to Timewaster in Cars you didn't know existed until very recently.   
    So Mercedes Benz, that byword for super over engineering and vehicles that last forever (Chrysler period aside) is now just a badge on Renaults and Nissans.
     
    #Oh Lord DON'T you buy me, a Mercedes Benz
    They're just re badged cheapshit
    They must make amends
    Built class all their lifetime
    Till the 90's did end
    Oh Lord DON'T you buy me a Mercedes Benz.
  2. Like
    Landy Mann reacted to Split_Pin in 24/7/2019: Audi Cab, keep or sell?   
    The Ministry will shortly be issuing a Pass 😀
     
    Only failed on a couple of bulbs with an advisory for a brake pipe and a tyre. Brake pipe treated for now.
     
    For the low initial purchase price, even with what I've spent on it, I'd call that GREAT SUCCESS.
     
    Going to source a couple of part worns on eBay.
     
    I'm really pleased as now I have funds to buy the donor car for the Corsa engine replacement.
  3. Like
    Landy Mann reacted to JohnK in January 2018 Calendar   
    From Lankytim's LDv thread -
     

  4. Like
  5. Like
    Landy Mann reacted to beko1987 in The £250 Zafira B - Fin. Bean can time!   
    Here we go!
     

     
    Front bumper has been repaired. It's been like this the 5 years I've known the car
     

     
    Front passenger wheels different, their all heavily kerbed too. Tyres are all fine though.
     

     
    I got distracted with the computer stuff
     

     

     
    Which is going to make replacing the broken standard headunit with amys jvc fun, as J think the display runs through the radio. Some googling is needed here
     
    I then turned to the rest of the interior, which wasn't as bad as I remember actually
     

     
    Contents of the glove box
     

     
    And the melted glove box light I removed a year or two ago
     

     

     

     
    That's amys mums dog that is
     
    And these are the rear belt buckles...
     

     
    They do work though. Mot opinion?
     

     

     
    Ah, there's the front alloy
     

     

     
    Compressor!
     

     
    Cobwebs
     

     
    Engine bay looks gr - 54 for working in
     

     
    Oil looks clean though
     

     
    And is nicely rust proofing the block via the rocker gasket
     

     
    Not bad for £250 though, although no money has changed hands yet
  6. Like
    Landy Mann got a reaction from Laseraligningfoofooflanges in Lazy spotters thread   
    Possibly the cleanest lowest milage smily face transits in existence courtesy of Helsinki airport.

     
    Sent from my S60 using Tapatalk
  7. Like
    Landy Mann got a reaction from mercrocker in Lazy spotters thread   
    Possibly the cleanest lowest milage smily face transits in existence courtesy of Helsinki airport.

     
    Sent from my S60 using Tapatalk
  8. Like
    Landy Mann got a reaction from cms206 in Lazy spotters thread   
    Possibly the cleanest lowest milage smily face transits in existence courtesy of Helsinki airport.

     
    Sent from my S60 using Tapatalk
  9. Like
    Landy Mann reacted to cros in Putting more seats in a Landrover, costly leak horror.   
    I've been getting worried today that all cars over ten years old have been banned from the road, but now I've found a mate.
  10. Like
    Landy Mann reacted to overrun in Odd looking and odd cylindered Beast from the Far East - Now feat. added practicals   
    Oh yeah, I finally* got my hands on Ssangyong Rexton 2.9TDi. Who wants to touch me?



    A few weeks back, it was decided my dad and I will go 50/50 on a 4x4, as we both will have the occasional need for one.
    The qualifying critera was simple;
    1) Be cheap and not rotten
    2) Look half decent and be indirect injection, veg friendly

    The Terrano II 2.7TDi was considered (he once owned from new, and it was a great car), but the way they rust and like a drink, ruled them out.
    A few long trips would see it quaff quite a bit,

    I started reading up on the Rexton, after missing out on a 500 quid 2.7 TDI (turns out to be common rail) and the fact that they rarely rust, can pull 3.5 tonne, are massive, return very good MPG from the built under licence, tough Mercedes OM602 5 cylinder turbo diesel and Tremec 'box, along with the fact they look weird, so are pretty under the radar, made one the ideal target.

    He clocked this 120K example on eBay, Monday. It was a new listing, nice MOT history and with bids flying in. We arranged to view it the following morning.

    We offered £1000 for it if it was as described/what we wanted and as matey needed it off the drive cos he had a new car coming, he said deal.
    Looking at others, this was a good price.

    To me Mondeo!



    The 2.9 engined ones are thinner on the ground, and sought after if you want a cheapish tough and basic older 4x4.
    As it turns out, it jumped from 99p to £950, by the time we got there.



    I took it for a blast, and it is as described. Obviously it has a few marks here and there, but nothing like the state of some of them (that cost more) out there, and the interior is in good shape, engine nice and dry, 4WD works as it should, no smoke, no leaks, no dodgy noises etc, so money changed hands and I was the proud co-owner of a Korean Dream. My dad is fairly non-plussed about cars, but does like a useful and good value one.

    We whazzed £40 of dino derv in the tank, which saw it climb to half a tank. He drove the Mondeo and I, the Rexton.
    But first, breakinner time



    In the 180 miles of mixed driving and 70mph motorways, it used quarter of a tank/20 quid! Whats's that, nigh on 40MPG?
    Some owners say 40MPG is possible, with 30 being about the average. Ideal.

    It is very comfortable, the 5 cylinder engine is nice and torquey and it sounds great (like and old truck/Volvo 740TD). It has a nice, tall 5th gear so it is more than happy at 70.
    The steering is over assisted, but for normal driving it is fine. What it is like with a snaking trailer could be interesting!

    I am very pleased with it, and odd front end looks aside, couldn't be happier. It endeared itself to me almost straight away, due to being so versatile, sounding a bit mad, having great road manners and being very civilized for an old school diesel, with no dodgy noises etc.

    I thought I wouldn't like the 4WD being electronic engagement, but it is great. Push a button at up to 43mph and there you go.

    Hopefully it will behave, and be a keeper for good while!









    Spoiler alert

    MOAR spoiler alert








    GLASS PROTECTED BY SNAKES

    I can only assume that the outside was de-badged in shame!


    Handy toe boar





    Nice n clean, freshly serviced 5 banger

    WEPPAN

    I do like the sound of an IDI diesel motor, at idle. Unrefined, yes, but they just give the impression that they will run forever.


    Big

    Bigger

    Come inside



    Kick back (i seem to have forgotten to take front seat pics)



    The clock that sometimes doesn't

    Told ya
  11. Like
    Landy Mann reacted to dean36014 in Citroen BX17TGD Getting put back together at last.   
    Well a made it over to Leamington Spa courtesy of my daughter where I found no sign of the car and no owner in. a quick phonecall later revealed him to be at the petrol station putting some diesel in as it was low. ten minutes later and behold this arrived.

    A quick look around it, £150 quid changed hands and a drive home revealed it still had plenty of poke when the turbo kicked in.
    So what have I brought? A look around it revealed the front inner wings need a little tickle with the welder, but from first glances it appears solid elsewhere. No rot at the the bottom of any door pillars, just a couple of spots of surface rust on the drivers side. The rear valance seems solid as well so I'm hoping the welder only needs to be introduced to the front end. Its got damage to the nearside front wing and lower part of rear quarter, couple of small dents elsewhere and a rub mark on the drivers side, and a splt rear bumper. the headlight lenses are also detached and need bonding back on. No sign of any of the door hinges been welded and the all seem intact too. The interior is filthy but other than the drivers seat seems in good condition and should hopefully clean up with some g101. The rear arm bearings are knackered, there's a rub mark on the inside of one tyre and you can feel the back end wandering when over 50mph. Engine seems fine, cambelt changed 30k and 4 years ago. The biggest pile of invoices I've ever seen with an old car going right back to 1995. current owner had it 4 years and spent a few quid on it to at a french car specialist who have looked after it for about 12 years going through the receipts.
    Plans are to sort the rear arm bearings, any welding needed, give it a service and put it in for an mot. None of this will happen to the weather gets a bit warmer though in spring. so its now residing in the garden and been Sorn.
    Have a few pictures showing its general condition. 









     
     
  12. Like
    Landy Mann got a reaction from Lacquer Peel in Landy Mann's July 20 UPDATE: Return of the 110   
    Following the the MOT pass at in November it was time to change the coolant rail due to the massive coolant leak. (this write up is about a month late).
     
    First job was to find a nice cold frosty morning.

    Then get the old coolant rail out and provide a sacrifice for the ongoing integrity of the head gasket.

    Then fit the new coolant rail

    Top up and bleed the cooling system and check the coolant temperature while eating a celebratory pasty.

    Then I went and found the sort of thing I'll be driving in 10 years time...

    In all other respects the 25 is performing perfectly reliably with no problems. Roll on 2017!
     
  13. Like
    Landy Mann got a reaction from wuvvum in Landy Mann's July 20 UPDATE: Return of the 110   
    It's now clean thanks to a Christmas present.
     

     
    Sent from my S60 using Tapatalk
  14. Like
    Landy Mann got a reaction from Coprolalia in Landy Mann's July 20 UPDATE: Return of the 110   
    Following the the MOT pass at in November it was time to change the coolant rail due to the massive coolant leak. (this write up is about a month late).
     
    First job was to find a nice cold frosty morning.

    Then get the old coolant rail out and provide a sacrifice for the ongoing integrity of the head gasket.

    Then fit the new coolant rail

    Top up and bleed the cooling system and check the coolant temperature while eating a celebratory pasty.

    Then I went and found the sort of thing I'll be driving in 10 years time...

    In all other respects the 25 is performing perfectly reliably with no problems. Roll on 2017!
     
  15. Like
    Landy Mann got a reaction from rantingYoof in Landy Mann's July 20 UPDATE: Return of the 110   
    It's now clean thanks to a Christmas present.
     

     
    Sent from my S60 using Tapatalk
  16. Like
    Landy Mann got a reaction from wuvvum in Landy Mann's July 20 UPDATE: Return of the 110   
    Following the the MOT pass at in November it was time to change the coolant rail due to the massive coolant leak. (this write up is about a month late).
     
    First job was to find a nice cold frosty morning.

    Then get the old coolant rail out and provide a sacrifice for the ongoing integrity of the head gasket.

    Then fit the new coolant rail

    Top up and bleed the cooling system and check the coolant temperature while eating a celebratory pasty.

    Then I went and found the sort of thing I'll be driving in 10 years time...

    In all other respects the 25 is performing perfectly reliably with no problems. Roll on 2017!
     
  17. Like
    Landy Mann got a reaction from mrbenn in Landy Mann's July 20 UPDATE: Return of the 110   
    It's now clean thanks to a Christmas present.
     

     
    Sent from my S60 using Tapatalk
  18. Like
    Landy Mann got a reaction from barefoot in Landy Mann's July 20 UPDATE: Return of the 110   
    Following the the MOT pass at in November it was time to change the coolant rail due to the massive coolant leak. (this write up is about a month late).
     
    First job was to find a nice cold frosty morning.

    Then get the old coolant rail out and provide a sacrifice for the ongoing integrity of the head gasket.

    Then fit the new coolant rail

    Top up and bleed the cooling system and check the coolant temperature while eating a celebratory pasty.

    Then I went and found the sort of thing I'll be driving in 10 years time...

    In all other respects the 25 is performing perfectly reliably with no problems. Roll on 2017!
     
  19. Like
    Landy Mann reacted to rovamota in That vandalised Ambassador...   
    A week and a half ago we went to pick up the vandalised Ambassador that we won on ebay. We decided to bid for it as it just looked so sad and needs to be brought back to glory once again.
     
    It looks structurally very sound but, thanks to the mindless vandalism, there's a bit of work to do. First job will be to get the engine to go. There's a spark and a smell of petrol but sounds as dead as a dodo. Shouldn't be too difficult though, famous last words.
     

     

     
    We then set off for the uneventful journey home, stopping at Strensham services on the M5 for a comfort break.
     

     
    Once home it was maneuvered into our garage and left as we were all pretty knackered by this time. A good nights sleep and a few cups of tea later, the next morning we attempted to get the engine started. Once we'd discovered a connector had come adrift from the coil we found we at least had a spark but there there was very little in the way of any life from the fuel side. I went and got a gallon of fuel and we poured it in but still, no sign of any fuel proceeding from the tank to the carburetors despite the fact we could hear the electric pump working. We disconnected the fuel pipe from the carb and poured fuel directly in which, upon the turn of the key brought the engine bursting into life! It sounded okay apart from the blow from the exhaust downpipe clamps, but then white smoke started billowing from the exhaust - but as there was so little fuel getting through the engine didn't run for long enough. There was still no sign of fuel from the fuel pump even with the engine running so I decided to remove it for further investigation as it can be removed in a matter of minutes. Once out it became clear what the problem was. There's a short piece of hose that runs from the fuel filter to the pump motor but this one had completely fallen to pieces. The only way fuel could leave the tank was if the tank was filled above the outlet pipe. I managed to find a suitable piece of pipe and refitted the pump back in the tank.  Once all the fuel pipes were reconnected we could then run the engine for longer, so we decided to fill it with water... Things got a bit worse from that point on. The engine then ran very poorly and the white smoke, or vapour as we'd now established, got worse. We could see water being spat out of the manifold/exhaust join and pressure built up very quickly in the cooling system. It was quite obvious we had a major coolant leak into the cylinders.   Inevitably the cylinder head would have to come off and so, 20 minutes later (it's hilariously easy to remove on these) it was on the bench. It was quite clear the the gasket had failed on No. 3 cylinder allowing coolant to pass between the fire rings and go straight into the bore and the wet piston just made it more conclusive. This picture shows the head gasket still sat on the block  We've decided to dismantle the head and have it skimmed after checking it with a straight edge shows warpage around cylinder three.  In the meantime we'll get on and sort the other issues, but we have all of the glass except the bonded rear quarter. The sunroof was ripped out and, consequently, all of the parts that fix it to the frame have broken and are unrepairable but I'm sure that the sunroof is made by Britax and the mechanisms were shared across all other Austin Rover cars of the time so we may be able to source replacement parts to repair it. 
  20. Like
    Landy Mann reacted to garbaldy in The crying pumpkin.   
    I set about cleaning the auld gal but first had to empty her,

    I set to with Hetty,

    After much sookin she was clean but then the seats wouldn't click shut as they don't line up,

    Cloth seats catch,

    Leather seats catch who would have thought it two different catches for the same vehicle,

    A quick swap over and hey presto we have locked seats.

    Back seats look so comfy and they are.

    Put the boot back together and she's looking good.

    Moving on to the front and after cleaning the trims where all missing.

    After some screwing it's starting to come together,

    All I need now is some mats to finish the cabin and maybe try and source a seat or cover to replace the torn drivers seat,
  21. Like
    Landy Mann reacted to garbaldy in The crying pumpkin.   
    When the pumpkin came up for sale a deal was done which included the sierra so one in one out was a refreshing change for me and it ment no change in garden space.
    When Sam left I stuck the old gall out the way.

    Two weeks later I swapped the insurance over from the sierra and to my surprise no charge, since it was now isured and taxed I decided to go for a hurl in my new toy,
    Hmm it just wouldn't start and was turning over just a bit too slow, one set of jump leads later and still no go,

    I drained a bit of diesel out of the filter and it's clean enough and a quick call to Sam confirmed it was straight diesel,

    The only other issue I could see was weeping leak of pipes but shouldn't cause any starting issues,

    The pumpkin has a new battery new starter new lift pump and filters so very strange,
    I stuck the battery off the hippo on it and still slow turnover, jump leads again from the now removed battery and she burst into life woopee,
    It started every time the rest of the day without an issue and even did it's first collection mission without a hitch.

    The very next day it wouldn't start again damndratbollocks I stuck the jump leads onto the new battery from it and bingo away it went,
    The battery that was on it was a 70 amp much wallet lightening later we had 90 amps of electric in a box,

    Of course the darn terminals where opposite way round but luckily the cables where extra long, once I turn the key and send 1.21 jigawatts the auld girl now fires up first time every time, job one done.
  22. Like
    Landy Mann reacted to MarinaJosh in My fleet- French and Marina Shite   
    Thanks for the comments folks. It might take me a while to respond to some as being new my posts need admin approval first to make sure I'm not flogging fake Ray Bans. You will need to scroll up to see the pics of the next two, it puts the post up at the time I wrote it rather than the time it got approved so it may end up coming out in a strange order!
     
    To answer a few comments- Yes the early ones don't have anti-roll bars, they came out in 75 on the MK2s. The J reg has been fitted with Ital telescopics and a front anti roll bar though. It will be coming off and I will be reinstating the infamous early suicide suspension which got slated by the press and BL promised they wouldn't fit to any final production 1.8s... but they did...
     
    The one in Practical Classics was probably JWY 376J (nicknamed 'Joey' for obvious reasons) owned by another Marina hoarder oop north. It's still going but sadly is quite crusty underneath. It probably came from the same batch as mine, it's only 100 or so cars later.
     
    Any pics of KPB905K? Always interested to hear of early Marinas alive or dead...
     
    Anyway, the next few...
     
    Meet 'Spollock'- a Limeflower coupe with Limeflower interior. My favourite BL colour. I bought this sight unseen from Glasgow for £800. It has been restored twice but a more recent owner used it for classic rallying and let the arches etc fill up with mud so the wing tips and rear arches have rotted again. It has an early big valve cylinder head, twin carbs, four branch manifold and an electric fuel pump. Apparently it flies but I have only ever driven it up and down the garden so far. A previous owner spent an absolute fortune totally rebuilding it and at one stage it was one of the best cars out there. Sadly it lost it's original plate of SPO 110K which sold for a fortune. It appeared as a background car in a few BBC programmes. It has lost it's slots but I have recently bought a new set. After all, who cares if the wings are falling off if it has some nice wheels?


    In happier times...


     
    We then have REW. A 1.3 base model coupe I bought out of a garage in Huntingdon. It was a one owner from new car but sadly the lady who had it had dementia setting in so her son had to sell it to stop her trying to drive it. She was a bit of a hoarder and rather eccentric. It had orange tape over everything inside, a Union Flag made of paper blu-tacked to the boot and flower stickers all over the rear end. I have done quite a bit of work to this one, and half the welding needed (it was far worse than originally thought thanks to some hidden bodges) but lost enthusiasm for it. It will shortly be going to a new home hopefully.


     
    Next is the best of the lot, and if I was sane I would sell the others and put my money into this one. It's a 1972 1.3 DL saloon with just over 25k on the clock I bought from a lady with pink hair in 2012. Very original and up until 1998 it had only done 15k. The old boy who had it from 1974 (before that it was a company car at Mann Egerton Norwich) to 1998 only did about 2000 miles in it. Sadly most of those miles were spent crashing into things so the rear end is a bit twisted. It hasn't ever been welded and doesn't need any either. I plan to clean up a few areas of very light surface rust on the sills etc and try and sort out some dents on the rear end but otherwise it will be staying original complete with spidering paint and some areas still in primer.
    As found...

    Genuine BL build kwolity



     
    I then developed a thing for Peugeot 309s (unintentionally). When I passed my test a few years ago my only car was a Marina. I then scrapped that one when I bought the DL saloon above but then found myself with a nice low mileage car I didn't want to risk ruining by using everyday. Fortunately a mate of mine in the Marina Club had a 309 sitting in his garden. He is a postman and this car was on his round, one day the old boy died so he spoke to the solicitor and saved it. It was originally a demo car for Howes of Fakenham. It was still in Fakenham when I bought it so I doubt it has travelled too far. I then did over 30k miles in a couple of years with very few problems. I did some welding, rebuilt the brakes, had a snapped clutch cable to contend with at 1AM on a bank holiday but other than that it has proved to be ridiculously reliable. I felt a bit guilty as when I bought it it was mint but as my daily commute is 30 miles each way of country roads over winter it was getting caked in mud and salt so I decided to find something else really tatty to use daily and make this one mint again. I have been collecting the bits to do it this year. Sadly it won't look quite as good as when I first had it as I did have an accident in it and had to replace a wing. I haven't touched it since June other than starting it up every now and then and hope to get it sorted next year. It has only just run out of MOT.



     
    So as I didn't want to use that one daily I bought another one. I got this locally from someone I had been buying 309 bits from for years. He is a serial Talbot and Maestro collector and hadn't used the 309 in years. In the end he sold me a large section of his 309 spares and his 309, a 1.8 GLXDT. This was the top of the range of diesel 309s and aside from the GTis and Goodwoods was probably the highest spec model with electric windows, central locking, digital clock, sunroof, power steering etc. It was MOT'd but had only done a couple of hundred miles per year. He had saved it from the scrapyard and did shedloads of welding to it. Pretty much every panel is dented and scratched so perfect for using/abusing but the decent spec also made it attractive as a daily car combined with the diesel economy and turbo performance (goes like a rocket, when there isn't lag...). I have had to do quite a bit of work on it. Starting with a new cambelt, water pump etc as a precaution but also other jobs like most of the electrics, few bits of trim, some paint touch ups to stop stone chips turning into rust, minor mechanical bits (track rod ends, drop links etc) and the heater matrix. I have now done about 7k in it (I think, the speedo cable was broken and it was a while before I did it) since June and after fitting a replacement heated rear window the other week I think that is the job list largely ticked off for now. I do need to underseal it sometime but that will have to wait until next summer. It is a local car originally supplied by Howletts of Lavenham, the dealership is still there and trading, and I think the signage is from the 90s. I drive past it twice a day, one day I will stop for some photos. Since taking the photo below it has gained a silver Pug Lion badge on the Guttmann grille and a 'Peugeot Sport' badge for XUD related irony.


     
    I don't think I have missed any of the current fleet...

     
    Josh
  23. Like
    Landy Mann reacted to Mr_Bo11ox in MR_BOL'S EUROSHITE SCANS - New Jan 2018 - Renault 4 built by Alfa Romeo   
    Alright gang, here’s a nice article on the early Rangey, translated this ages ago then never got round to posting it up!!!! I remembered about it when looking at the recent early R-R restoration thread. Hope you like!!!!
     

     
    Its very concept profoundly modified the possibilities of the all-terrain vehicle. Far from the rustic appeal of the Land-Rover or the Toyota BJ, the Range Rover was deliberately designed with comfort and on-road ability in mind as much as mud-plugging. This art of reconciling two opposing temperaments does not come without a cost, and the Range Rover driver pays a heavy price at the petrol pumps thanks to its fearsome thirst. But the pleasure available, the lazy torque from the V8 along with its remarkable go-anywhere and load-carrying abilities, quickly made it a new standard, often copied but never beaten – 25 years of production testify to that. How can such a success have even been possible? Entirely by chance……….
     

     
    With 40cm of ground clearance, the Range Rover can make fast progress over rough ground.
     
    … A point of view maintained until the point when the vehicle manufacturers began to ‘segment’ the market by inventing niches and sub-niches in which to pitch different products. At Rover, an attempt to bridge two segments lasted 26 years, from 1970 to 1996, with the most recent versions having nothing to do with the original, sitting firmly in the ever-growing ‘SUV’ segment. Much-reduced off-road ability, a Prestige image and a real knack for polluting the atmosphere, it’s a contradiction of the original idea, born by chance during a muddy shortcut taken in 1964 by Charles Spencer King (Spen to his friends) while at the wheel of his Rover p6 2000. On this occasion, the man who ran the ‘special projects’ division at Rover, was impressed by the remarkable comfort of the coil-spring suspension set-up on the P6 and started to wonder about the possibility of a hybrid between the urbanite P6 and the rustic land-Rover. A sort of ‘mutant’. The concept was not entirely new, Rover having worked during the 1950’s on a sort of all-terrain luxury car called the ‘Road Rover’, which had a style equally as elegant as a jam jar. What it had, however, was the principle, of what became the Range Rover: It was not a matter of turning a tractor into a luxury car, but…. The opposite of that.
     

    For improving the air circulation inside the vehicle, Rover atted small vents in the C-pillars These rear view mirrors on the tips of the wingsare typical of early Rangeys. They nwould move onto the doors at the end of the 1970’s. The Rostyle wheels are here shod with Dunlop 206/16 all-terrain rubber.  
                    Encouraged by William Hurst, director of the company since 1963 and believer in the new car with US sales success in mind, and also by Bruce McWilliams and Rover’s technical Director Maurice Wilks, Spen worked from a simple but brilliant basis: take the Land-Rover’s construction (alloy/steel body on a separate box section chassis), but add coil springs and a slightly longer wheelbase, giving a better ride and unprecedented axle articulation without expensive independent suspension. Plus keep a healthy ground clearance. David Bache, Rover’s chief stylist, designed the bodywork, going through 7 different prototype stages before arriving at the version which would be for sale for over a quarter of a century. George Bashford worked on the suspension, integrating a Boge Hydromatic self-levelling set-up. And it quickly became obvious that a full-time 4x4 transmission system was the way to go, featuring an integral self-locking centre diff and low-ratio transfer box, giving an additional 4 forward hears and one reverse.
     

    If the door locks are somewhat prominent, the handles themselves are neatly integrated into the forms of the bodywork. White indicators are an Italian-market speciality. Often the slim rear wiper struggles to clean the window effectively due to a weak internal spring.                 All this was being developed in an ambience far from ideal, as in December 1966, the Rover Company was absorbed into the Leyland Group alongside Triumph and various commercial vehicle builders and parts suppliers. Less than 2 yrs later, the British Government insisted on further product rationalisation in the group and the forming of the British Leyland Motor Corporation which consisted of pretty much the whole of the British car industry apart from the very exclusive independents (Aston Martin, Rolls-Royce, Morgan etc) and the outposts of the Rootes/Chrysler group. Swimming through the chaos of these reorganisations, Spen joined Triumph in 1968, and viewed the Range Rover’s progress from afar, including the burial of a 4-cylinder engine version in December 1968. The chosen engine came from the states in fact, discovered by William Hurst during a visit to Mercury Marine in Wisconsin. They had a lightweight all-alloy V8, the 2158 (215 cu.in V-8 layout which had already been fitted to a number of Pontiac, Buck and Oldsmobile models, but which had fallen out of favour with ham-fisted American mechanics  for whom tightening its nuts & bolts without stripping the threads was a difficult and risky proposition. The engine thus would energise the top-end P6 rovers and the range Rover, though in a version tuned to 156ch (just over 150 bhp) with a healthy torque characteristic of 25.6mkg (185lb.ft) at 3000rpm. For scrabbling up cliff faces this was a very appealing combination.
     

    A striking view of the range Rover, clearly showing the diffs in both front and rear axles. The lowes point of each of these is at least 20cm from the ground.  
                    To save weight, the bodywork was in Aluminium, with the exception of the rear window surround, the bonnet and the radiator grille. Against the sales dept’s advice the body was restricted to a 2-dr format with a split tailgate similar to those used on a lot of American station wagons. And, because the Range Rover was envisaged as a road car as much as a mud plugger, it was equipped with servo-assisted all-round disc brakes with twin-circuit hydraulics, radial tyres specially designed by Michelin, adjustable steering column, padded energy-absorbing dashboard, electric screen washers, folding rear seat, flush exterior door handles……
     

    No expense is spared on the comfort of rear seat passengers – slidig rear side windows are provided. In the finest ‘station wagon’ tradition, the rear hatch opens in two halves. Note the hinged rear number plate – keeps you legal while carrying long loads. Two opening handles on each door – one for front seat passengers and another for those in the rear! Once the seat is dropped, theres a huge load space available. The ‘reveal’ to the press, in June 1970, took place in Cornwall where journalists were invited to try it out on an all-terrain course owned by a regional Motor Cycle Club – ideal for getting into the spirit of it. Harold Hastings wrote in ‘Motor’ that far from being a “land-Rover with a posh interior….. or a 4x4 Rover saloon, even though its on-road performance suggests that, its actually a remarkable combination of a very useful estate car and a 4x4â€. Its fair to say that Rover were onto a winner. Despite a high sales price, the order book quickly filled up and reached  a 12-month waiting list in Europe (stateside sales, despite being one of the key drivers for launching the car in the first place, did not get underway until the late-1980’s).
                    But, the manufacturer had problems to deal with elsewhere; the reorganisation beneath the BLMC umbrella had terrible consequences for each individual company. The more profitable elements (including Rover) ended up subsidising the loss-making segments, with the result that funds available to Rover for product development dwindled, leaving only token facelifts and detail changes possible. It would take until the next reorganisation led by Sir Michael Edwardes in 1977, for any meaningful change in that situation. He made Land Rover Ltd an entirely separate company, with its own independent management team who could manage their own budgets. This was a timely decision as competitors were well awake by now, such as Mercedes with their G-wagen of 1979.
     

    Behind the 3-spoke wheel, instrumentation includes a speedometer with mileomenter & trip meter, plus a combined fuel/temp gauge and a load of warning lights. The heart of the R-R’s transmission – gear lever, centre diff lock & low-range transfer box lever.                 The next big change was the launch of the 4-dr model in 1982 and a different slant on the R-R’s place in the market, emphasising it as a luxurious way to travel, as shown by the 1983 sales slogan ‘Luxury need not stop where adventure begins’. That brought refinements like power steering, Chrysler automatic gearbox, 5-speed manual box, 2.4VM turbodiesel option in 1987,  viscous coupling replacing the diff locks in 1989, and steady increases in power outputs. Eventually the R-R would feature the 300TDi diesel engine option and 4.2 injected V8 petrol, self-levelling suspension, anti-lock brakes, LWB option… The R-R’s image was further enhanced with a series of classy special editions, such as the Vogue (which later became a permanent fixture), the ‘40th’ in 1988, the CSK (a 200-example homage to Spen himself) in 1991, and the ‘25th Anniversary’ model of 1995, plus assorted country-specific models such as the 1993 ‘Balmoral’ (France & Spain only) and the ‘Ascot’ sold in Germany in 1992. By the time the p38 came along, the Range Rover Classic (as it was then known) had sold over 300,000 examples and was generally acknowledged worldwide as the archetype of the now-ubiquitous Luxury 4WD. It showed the way for a generation of machines which followed a simple rule that said unmetalled roads did not automatically mean rusticness and utilitarianism, and that you could also drive a 4x4 into the city in your smart suit and brogues.
    The example shown in this article, in its ‘Sahara Dust’ livery, one of the six shades offered at launch, is a model ‘B’ from February 1973. That means a few very minor ‘upgrades’: revised front wing badges (printed rather than engraved), carpets on the transmission tunnel, oil pressure gauge, water temperature gauge, ammeter, rear wash-wipe….. It was in February 2009, at a Turin classic car show, that it joined the impressive collection of Mirco Mirabani, growing since 1984 thanks to a bizarre tax matter. “At the time I was driving a Volvo 245 diesel, but this type of vehicle was subject to a very heavy tax penalty – 350€ per year. I stumbled across a very nice Range Rover, petrol, for sale for 700 euros – two years tax on the Volvo. I took a shine to it and since then I have been accumulating them, though only the classic model, I’m not interested in the P38. I started a club which now has 200 members and 400 examples on our booksâ€. This example retains its white indicators, a legal obligation in Italy until 1976, and it has another very interesting addition: A Webasto roof. “The thing that’s given me the most grief is the wing mirrors – I missed out on a pair on ebay, and ended up having to buy a whole wreck just to get the mirrors!†The Interior had stayed in good condition, apart from the vinyl on the seats which needed replacing. “Its not surprising that from October 75, pretty much all range Rovers sent to Italy had cloth seatsâ€. Looking at the interior close-up, you have to admire the quality of materials used, because the plastic, often moaned about, seems to have endured exceptionally well. And despite the likely knocking about off-road, everything has held together very well with no unexpected clonks or other parasitic noise. There is a ‘double system’ for opening the doors with handles positioned for access by both front-seat and rear-seat passengers. Access to the rear seat is good, thanks to the impressive headroom, and the folding front seat gives plenty of room to clamber past. A few details which remind you of its off-road intentions: 12v socket under the steering column for you to plug a torch, compressor or winch in (must be some badass winch that one –Bo11ox), and the completely flat boot floor, which, when combined with the folded rear seat, gives a massive and easily accessible loadspace.
     

     
    Impressive axle articulation!!! Looks like the wheels can just do whatever they want.  
                    “Finding parts isn’t the massive headache you might expect†says Mirco. “You can get most stuff except some interior trim items and front seat supports. I don’t want to advertise as such but I can highly recommend Aylmer Motors of Alesno, near pleasance, which is owned by Range Rover driver Giovanni Bandini – It’s a good place for routine servicing or buying a few trick bits of decent quality; or Luca Gazzaretti’s ‘Formula Classic’ at San Martino della Battaglia, near Lake Garda, a specialist in rare bits for British carsâ€.
    It’s a long time since I slid behind the wheel of a Rangey. The last time, was in 1993, for a road test of a 4-dr turbodiesel variant. No-one warned me about the floaty handling and that you had to take it easy with changes in direction and speed. I learned the hard way, taking the first corner  ‘spiritedly’ like I often did with test cars. I almost ended up on the roof!!! Before turning the key, I tell Mirco this story who agrees “It’s a car full of contradictions. Its actually quite fast, but it doesn’t have the tyres or suspension to be at ease in the bends, on the road or anywhere else….†That’s down to the live rear axle, which, although super tough and well suited to off-roading, penalises the handling. On top of that, the body is extremely roly-poly, with mush softer springing than a Land Rover for example. Its really ‘day and night’ comparing the two vehicles. “you have to drive with care and anticipate, remembering that the steering isn’t super sharp, but once you are used to that its very pleasant to drive and rewarding when you make a good job of it. I know; I’ve done tens of thousands of kilometres in these vehicles which confirm it. One of my rangeys has just clicked over 370,000km, almost all off-road, and without any special care!!! (I’ll believe that when I see it – Bo11ox)
     

    One Stromberg carb per cylinder bank!!! Braking is by 4-wheel discs with servo assistance. A range rover is supposed to travel off-road and so its mechanicals are adapted thus. You have to look closely to see an all-aluminium v8 in there. Mirco’s Rangey has a full-length Webasto roof. On the steering column, twin 12v sockets. The big novelty on the rangey is the the suspension, employing 4 x coil springs instead of the more rustic leaf springs of its L-R cousin. The music from the V-8 sounds little like the iron-block American jobs. Its sharper but mor modulated, at idle you can barely hear it at all. It’s a whisper that transforms into a cry when you press the pedal to call up the cavalry. “The secret†smiles Mirco, “is to let it warm thoroughly before giving it the beans. Then…… Enjoy!!!†The gearbox is a little agricultural in its operation; long lever, slightly too widely-spaced ratios, clunky and sometimes imprecise engagement, especially on 3rd gear, the ‘all purpose’ ratio from which one can all too easily forget to change up to fourth or down to 2nd. You quickly learn to decompose the movement of the lever,  guiding it rather than forcing it and letting the gears drop in tranquillement. Engaging low-range gears is easy. Just pull the small lever on top of the box to move between standard and low-range operation. And, when things get really grim, beside the gear lever there’s a button for the centre differential lock. “it’s a car that can climb trees†says Mirco. “The large rear overhang can sometimes limit accessible terrain, and in extreme conditions, some Rangey drivers fit extra large springs, which look appalling.â€
    Braking is assured by 4 discs brakes, and is well suited to hauling up the 1720kg empty weight of the Rangey, even during enthusiastic driving. For that is where much of the appeal of this car lies; unlike a Land Rover, its quick, with 160km/h being achievable meaning you can get to your favourite off-road play area quickly, flying over undulating roads or dirt tracks where required. The only unusual point is the drone from the front diff, which in the end you get used to; it’s a consequence of the complex transmission system of the rangey. The odd ‘klang’ as you engage a gear can be heard, but beyond that nothing special to note, which is testament to the impressive overall quietness of the machine. Nothing like the cacophony you get inside a land-rover. However, the fact that the transmission acts permanently on 4 wheels hist the fuel economy hard. 12-15l/100km if you stick to 100km/h on the raod, 15-20 off road and more like 50 if you have the centre diff engaged! That’s reminds you to back off on the pedal and take the obstacles carefully. Unlike Mirco, who, attacking a steep uphill slope, decides to go all-out, catching the rear overhang and crunching the metalwork!!!! He pops is head out the window and asks marco, the photographer, if that caught. ‘yes’ indicates marco so Miroc jumps out and has a look. â€Is that it??†grins Mirco, getting hold of the metalwork and straightening it with his hands. Theres just a 2cm scratch in the aluminium remaining. “its another souvenir†says Mirco. Theres nothing bourgeois about this RR - not even the appearance.
     
     
  24. Like
    Landy Mann reacted to Mr A Lawrence in For beko1987   
  25. Like
    Landy Mann reacted to LC Torana in Sh!te Car Radio   
    After 20-odd years' service, the radio/cassette in my P6B wouldn't play tapes properly.  No doubt a worn and loose drive belt, so let's open 'er up and measure the belt, order a new one and repair it.  The dial lamp went years ago, so high time for a service anyway.
     
    But you know what?  I'm sick of working on modern electronic chod, so I'm afraid I just swept the pieces up and binned the whole thing.
     
    Let's just buy a new one.  Something nice looking, not too dear, anything modern will sound good, so let's look at the well-known car radio sellers websites...
     
    Where are the car radios?  What the fü¢# is a "head unit"?  And what sort of person wants a garish LED light show on the dashboard?
     
    MP3, Bluetooth, phone connectivity - oh fü¢# off.  I want something for grown-ups.
     
    Time for some genuine sh!te audio.  Let's scan the secondhand market.
     
    Another AM/FM set with cassette player?  Not sh!te enough.  Those that have survived will be quality units at scene-tax prices.
     
    AM/FM with CD?  No, not sh!te enough.
     
    How about a classic AM/FM radio?  Ought to be period-authentic for 1976?  Hmm, still not sh!te enough.
     
    So to be truly sh!te, we need an AM, MW-only set (there is no LW in Australia).
     
    OK, so a classic AM radio with 5 mechanical preset pushbutton tuning?
     
    No, those were often of genuine quality.  Great selectivity and sensitivity, and enough gain and AVC to drive under electrified railway viaducts without signal strength changing.  Still not sh!te enough.
     
    I'm looking for real sh!te that nobody wants.
     
    So what about a classic valve radio?  Loctal valves, a vibrator and an 0Z4?  That would be fun, but there's no room in the car for one of those - the aircon takes up the room I would need for that.
     
    Ahh, now I've got it.  The most sh!te car radio ever made is within my grasp.  In fact, I have a broken one in the back of the shed cupboard.
     
    The first practical and successful car radios, like the classic Radiomobile 100, used full-size valves and a vibrator power supply to give the 200 or more volts HT the valves needed.
     
    In the 1950s, miniature valves arrived and radios could get smaller.  Some of these later sets are amongst the best car radios money could buy.
     
    In the early 1960s, the all-transistor radio was perfected, and before cassette and 8-track arrived, all the money on car audio was poured into AM radio quality, by which I mean 6 things:
    Sensitivity
    Selectivity
    RF/IF Gain
    AVC
    Power Output = dynamic range
    Audio quality.
    Radios from this era represent the absolute pinnacle of AM car radio development.
     
    So it's clear I'm not looking for one of those.
     
    The absolute nadir of car radio was at the end of the valve era / the very dawn of the transistor era.  1959-62.
     
    The age of the "hybrid" set - half valve, half-transistor.  These were truly sh!te.
     
    So naturally, that's what I'm doing up for the P6B.  Here's the circuit diagram of mine:

    If anyone's interested, I can post what I had to do to get it going.
     
    It's physically a standard 1U DIN size or thereabouts, so fitted in the dash.
    It wants to work into a 3.5 ohm load, so I've got it hooked up to the driver's door speaker only - how sh!te is that?  With single-ended class A output, load is fairly critical.  An auto-transformer to divert a little sound into the other speaker is on my shopping list, when funds permit.
     
    Rotary tuning on the left, no presets, off/volume on the right with tone control concentric.
     
    When you turn it on, the transistors are awake immediately, but silence reigns until the valves warm up and the sound then comes on with a thump.
    It then sounds AWFUL for about a minute until the valve heaters are fully warm, then the sound is rich, smooth and pleasant.
     
    It suffers a little frequency drift, so you do need to re-tune a bit now and again.
     
    No voltage regulation, so it's quiet at traffic lights and louder on the move.
     
    AVC and gain are a bit marginal, so viaducts and power lines upset it.
     
    All in all, a delightfully perfect piece of rolled-gold sh!te that pleases me so much, I now listen to the radio in the car more than I have for years.
     
    Here's a pic of the faceplate:

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