Amnesty

[Dave Morgan]

Hi guys,

 

Can we not have an amnesty and start afresh in the new year. Let's invite Doc Van and Kevin and anyone else back into the Techtorque Forum in the spirit of Christmas and start again in 2007.

 

Regards,

DaveM

 

 

 

[Paul Coventry]

Amnesty

I am trying to formulate a clear and unbiased picture in my mind of what should be desirable and acceptable for the techtorque newsgroup.

I thoroughly enjoy reading the Techtorque newsgroup, even items on Diesels interest me; however Techtorque has become “hot” recently.

 

It is difficult to be totally subjective but in my humble opinion this is roughly what I think should fit the newsgroup; please shoot me down or add to this if you think you should.

1.                   Of interest to Land Rover owners.

2.                   Pertinent to what the average LROC member does.  (He or she drives a Land Rover proudly of varying age and condition in Africa with family and friends).

3.                   Impact on what the LROC member does and wants to do, particularly with reference to changing legislation, impact on environment etc.

4.                   Does not intrude on her or his space.  (There is enough spam already).

5.                   Does not self-promote services etc.  There are advertisement outlets for this.

6.                   Embraces the ethos of the LROC which I feel is a family orientated club that loves Land Rovers, the outdoors and life in general.

7.                   Other members of the LROC and the group should be considered as friends.  Would you give a friend a little advice so as to entice him or her to use your services to achieve satisfaction?

8.                   Contributions should be in the spirit of the above, not written in stone (I do not mind the odd contribution about an oriental appliance, maybe my wife drives a ######, which also has wheels and an engine).

 

A truly free society is self regulatory without written laws, except for the lunatics.  (Guide-lines help.)

People who join the group (or club) for purely commercial gain should be shunned.

 

Are there any members out there who are experts on ethics, sociology, psychology or whatever who could give a clearer perspective on this?  Your professional input (for no commercial gain) would be appreciated.

 

 

Regards

Paul

[Mike Ilsley]

Well put Paul…..The spirit of helping friends without expecting a return other than a thank you………. that’s what it’s all about.

 

Just for the record, no-one has been removed from the forum. If anyone has disappeared, they have unsubscribed themselves.

 

Rgds

Mike

 

Mike Ilsley

Project Manager

Microsoft Business Solutions

GijimaAst

Tel +27 (0) 82 880 8695

Fax +27 (0) 12 675 5400

eMail mike....@gijima.com

Web www.gijima.com

---

[Philip Lochner]

I would like to suggest that we rather raise pleasant topics at this time, enjoyable to read and to respond to?

 

Regards

Philip

[Ed Torr]

Greetings All,
Where can I get quality rock sliders for my disco 1 at bet price etc.?  Import or locally manufactured?  Self manufacture? 
I also need to replace the rear bumper. Any ideas?

Ed Torr

[hil...@think.co.za]

You could try Paul Oxley on paul [at] adventures.co.za

Cheers
Hilton

[Philip Lochner]

I recently drove a member's Disco 3.9 and was surprised at how much torque it had up to 4000rpm for a 3.9.  I was more surprised at how quickly that torque dropped away above 4000rpm as that was not normal for a 3.9.  The theory that his cam might be 'out' by one tooth has surfaced.

 

Now I have some questions:

How many teeth on the cam sprocket?

How many teeth on the crank sprocket?

 

This would enable me to determine how many degrees that would amount to.

 

Kind regards

Philip

[Philip Lochner]

I imported mine from Mantec in the UK. At that time nobody in SA even
knew what rocksliders were.

My rear bumper was made-to-order by Thys Olivier
(thys.o...@girdm.co.za) but I believe he is no longer into 4x4
accessories (also made Jakob's rock sliders)

[Bertus Bekker - BCX - Persetel Q Vector]

http://www.moller.com/skyc.htm

[Bertus Bekker - BCX - Persetel Q Vector]

Crank 20, Cam 40

________________________________

From: lroc-te...@googlegroups.com on behalf of Philip Lochner
Sent: Mon 2006-12-11 12:48
To: lroc-te...@googlegroups.com

[Bertus Bekker - BCX - Persetel Q Vector]

Standard induction and exhaust?

________________________________

From: lroc-te...@googlegroups.com on behalf of Philip Lochner
Sent: Mon 2006-12-11 12:48
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Cam timing

[Philip Lochner]

Thanks Bertus, this would mean that the cam would be out by 18 crank degrees
or 9 cam degrees.

If it was not so much effort I would be RATHER tempted to move my cam in a
similar way, at least to experiment. That torque almost had a supercharger
feel to it, and how often do we go above 4000rpm anyway? And if we do, why?
If the power we get above 4k is to be had below 4k, I would be happy
-----Original Message-----
From: Bertus Bekker - BCX - Persetel Q Vector
[mailto:lroc-te...@googlegroups.com] On Behalf Of Bertus Bekker - BCX -
Persetel Q Vector
Sent: 12 December 2006 04:58
To: lroc-te...@googlegroups.com
Subject: RE: [LROC Techtorque] Cam timing

Crank 20, Cam 40

[Philip Lochner]

No, heads have been flowed, exhaust done too!

-----Original Message-----
From: Bertus Bekker - BCX - Persetel Q Vector
[mailto:lroc-te...@googlegroups.com] On Behalf Of Bertus Bekker - BCX -
Persetel Q Vector
Sent: 12 December 2006 05:00
To: lroc-te...@googlegroups.com
Subject: RE: [LROC Techtorque] Cam timing

Standard induction and exhaust?

[Bertus Bekker - BCX - Persetel Q Vector]

Exhaust tuned length could also have an effect on torque curve (as well as induction tract length)

________________________________

From: lroc-te...@googlegroups.com on behalf of Philip Lochner
Sent: Tue 2006-12-12 09:06
To: lroc-te...@googlegroups.com

[Andre Oberholster]

I’m chewing, I’m chewing……There one simple way to find out: Check out that Oke’s cam timing. I’m sure Docvan would be able to tell just by removing the tappet covers and measuring the cam lobes vs the ignition timing marks. Or one could do it side-by-side on two 3.9’s.  It know it can be done, but not done it personally yet.

Head flowing and exhaust increases high rpm power and free-revving ability with very little torque increase. It just makes the car more tractible. The only thing that can increase torque is comp. ratio. But that has not been done on that motor.

 

The other thing on the 3.9 motor, and for that matter on ALL the Rover V8’s is fuelling. I played around this past week with 2 ECU’s: One standard, one programmed with an EPROM. The standard ECU showed a fuel efficiency improvement of 10-15%, but was like driving a wet paper bag….The reprogrammed ECU allowed at least a 10 kph higher cruising speed into a head wind with the same throttle opening.

 

HOWEVER, playing around with a 1400 Uno, I got the front wheels to spin without dropping the clutch just by advancing the cam timing – but it stopped revving at 4000 rpm…Retarding by 2 teeth got it revving to 7000 rpm but bogged at pull-off.

 

On the Disco 3.9, we cruise at around 2500 – 2800 rpm max. Just where we want more torque. Revvability is a side option….Even overtaking is seldom done at over 4000 rpm.

 

Time to experiment….who’s first?

Andre O.

-----Original Message-----
From: lroc-te...@googlegroups.com [mailto:lroc-te...@googlegroups.com] On Behalf Of Philip Lochner
Sent: 12 December 2006 09:07
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

 

Thanks Bertus, this would mean that the cam would be out by 18 crank degrees or 9 cam degrees.

 

If it was not so much effort I would be RATHER tempted to move my cam in a similar way, at least to experiment.  That torque almost had a supercharger feel to it, and how often do we go above 4000rpm anyway?  And if we do, why?  If the power we get above 4k is to be had below 4k, I would be happy

-----Original Message-----
From: Bertus Bekker - BCX - Persetel Q Vector [mailto:lroc-te...@googlegroups.com] On Behalf Of Bertus Bekker - BCX - Persetel Q Vector
Sent: 12 December 2006 04:58
To: lroc-te...@googlegroups.com
Subject: RE: [LROC Techtorque] Cam timing

Crank 20, Cam 40

South African Airways is now a proud member of the Star Alliance™.   The Star Alliance network consists of 18 of the world’s leading airlines, with 842 airport destinations across 152 countries.  

Directors

Prof GJ Gerwel* (Chairman), Dr. K Ngqula (President and Chief Executive), LM Mojela*, A Ngwezi*, F Du Plessis*, M Kalyan*, M Whitehouse*, ¹Dr N Moyo*, ²Dr J Schrempp*, B Modise*, PG Joubert*         

  *Non Executive. ¹ Zimbabwean ² German

 

Thelma Melk Company Secretary

South African Airways (Proprietary) Limited          Reg. No. 1997/022444/07  

 

The information in this e-mail is confidential and is legally privileged. It is intended solely for the addressee. If this e-mail is not intended for you, you cannot copy, distribute or disclose the included information to anyone.

If you are not the intended recipient, please delete the mail. While all reasonable steps have been taken to ensure the accuracy and integrity of all data transmitted electronically, SAA does not accept liability if the data, for whatever reason, is corrupt or does not reach its intended destination.

[Bertus Bekker - BCX - Persetel Q Vector]

Or - if you REALLY have time and money - Who's going to retrofit a variable valve timing system to a RV8 - guess it can not be done effectively with an in block cam, so now REALLY REALLY big bucks - who's going to develop double overhead cam heads and VVT for this old block? :-) (eintlik praat ek net snert nou)

________________________________

From: lroc-te...@googlegroups.com on behalf of Andre Oberholster
Sent: Tue 2006-12-12 08:51
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

I'm chewing, I'm chewing......There one simple way to find out: Check out that Oke's cam timing. I'm sure Docvan would be able to tell just by removing the tappet covers and measuring the cam lobes vs the ignition timing marks. Or one could do it side-by-side on two 3.9's. It know it can be done, but not done it personally yet.

Head flowing and exhaust increases high rpm power and free-revving ability with very little torque increase. It just makes the car more tractible. The only thing that can increase torque is comp. ratio. But that has not been done on that motor.

The other thing on the 3.9 motor, and for that matter on ALL the Rover V8's is fuelling. I played around this past week with 2 ECU's: One standard, one programmed with an EPROM. The standard ECU showed a fuel efficiency improvement of 10-15%, but was like driving a wet paper bag....The reprogrammed ECU allowed at least a 10 kph higher cruising speed into a head wind with the same throttle opening.

HOWEVER, playing around with a 1400 Uno, I got the front wheels to spin without dropping the clutch just by advancing the cam timing - but it stopped revving at 4000 rpm...Retarding by 2 teeth got it revving to 7000 rpm but bogged at pull-off.

On the Disco 3.9, we cruise at around 2500 - 2800 rpm max. Just where we want more torque. Revvability is a side option....Even overtaking is seldom done at over 4000 rpm.

Time to experiment....who's first?

Andre O.

-----Original Message-----
From: lroc-te...@googlegroups.com [mailto:lroc-te...@googlegroups.com] On Behalf Of Philip Lochner
Sent: 12 December 2006 09:07
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

Thanks Bertus, this would mean that the cam would be out by 18 crank degrees or 9 cam degrees.

If it was not so much effort I would be RATHER tempted to move my cam in a similar way, at least to experiment. That torque almost had a supercharger feel to it, and how often do we go above 4000rpm anyway? And if we do, why? If the power we get above 4k is to be had below 4k, I would be happy

-----Original Message-----
From: Bertus Bekker - BCX - Persetel Q Vector [mailto:lroc-te...@googlegroups.com] On Behalf Of Bertus Bekker - BCX - Persetel Q Vector
Sent: 12 December 2006 04:58
To: lroc-te...@googlegroups.com
Subject: RE: [LROC Techtorque] Cam timing

Crank 20, Cam 40

South African Airways is now a proud member of the Star Alliance(tm). The Star Alliance network consists of 18 of the world's leading airlines, with 842 airport destinations across 152 countries.

[Bertus Bekker - BCX - Persetel Q Vector]

Pure exhaust free flowing is for top end and revs, yes, but exhaust tuning can be used to tune the torque curve and power curve . This is especially true on motorcylces, 2 strokes more so than 4 strokes, but can be used even on cars with full length exhausts

________________________________

From: lroc-te...@googlegroups.com on behalf of Andre Oberholster
Sent: Tue 2006-12-12 08:51

To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

I'm chewing, I'm chewing......There one simple way to find out: Check out that Oke's cam timing. I'm sure Docvan would be able to tell just by removing the tappet covers and measuring the cam lobes vs the ignition timing marks. Or one could do it side-by-side on two 3.9's. It know it can be done, but not done it personally yet.

Head flowing and exhaust increases high rpm power and free-revving ability with very little torque increase. It just makes the car more tractible. The only thing that can increase torque is comp. ratio. But that has not been done on that motor.

The other thing on the 3.9 motor, and for that matter on ALL the Rover V8's is fuelling. I played around this past week with 2 ECU's: One standard, one programmed with an EPROM. The standard ECU showed a fuel efficiency improvement of 10-15%, but was like driving a wet paper bag....The reprogrammed ECU allowed at least a 10 kph higher cruising speed into a head wind with the same throttle opening.

HOWEVER, playing around with a 1400 Uno, I got the front wheels to spin without dropping the clutch just by advancing the cam timing - but it stopped revving at 4000 rpm...Retarding by 2 teeth got it revving to 7000 rpm but bogged at pull-off.

On the Disco 3.9, we cruise at around 2500 - 2800 rpm max. Just where we want more torque. Revvability is a side option....Even overtaking is seldom done at over 4000 rpm.

Time to experiment....who's first?

Andre O.

-----Original Message-----
From: lroc-te...@googlegroups.com [mailto:lroc-te...@googlegroups.com] On Behalf Of Philip Lochner
Sent: 12 December 2006 09:07
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

Thanks Bertus, this would mean that the cam would be out by 18 crank degrees or 9 cam degrees.

If it was not so much effort I would be RATHER tempted to move my cam in a similar way, at least to experiment. That torque almost had a supercharger feel to it, and how often do we go above 4000rpm anyway? And if we do, why? If the power we get above 4k is to be had below 4k, I would be happy

-----Original Message-----
From: Bertus Bekker - BCX - Persetel Q Vector [mailto:lroc-te...@googlegroups.com] On Behalf Of Bertus Bekker - BCX - Persetel Q Vector
Sent: 12 December 2006 04:58
To: lroc-te...@googlegroups.com
Subject: RE: [LROC Techtorque] Cam timing

Crank 20, Cam 40

South African Airways is now a proud member of the Star Alliance(tm). The Star Alliance network consists of 18 of the world's leading airlines, with 842 airport destinations across 152 countries.

[Philip Lochner]

I must point out that more fuel does not necessarily mean more torque. It could result in less.  It is quite possible to get more torque with a leaner mixture but with more timing advance.  Our poor quality fuel limits the timing advance so were buggered.

-----Original Message-----
From: lroc-te...@googlegroups.com [mailto:lroc-te...@googlegroups.com] On Behalf Of Andre Oberholster
Sent: 12 December 2006 06:51
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

 

The other thing on the 3.9 motor, and for that matter on ALL the Rover V8’s is fuelling.

[Trevor Mooi]

Surely, to lean a mixture can also cause the valves to burn.

 

Regards

Trevor Mooi

 

From: lroc-te...@googlegroups.com [mailto:lroc-te...@googlegroups.com] On Behalf Of Philip Lochner
Sent: 12 December 2006 10:16 AM
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

 

I must point out that more fuel does not necessarily mean more torque. It could result in less.  It is quite possible to get more torque with a leaner mixture but with more timing advance.  Our poor quality fuel limits the timing advance so were buggered.

-----Original Message-----
From: lroc-te...@googlegroups.com [mailto:lroc-te...@googlegroups.com] On Behalf Of Andre Oberholster
Sent: 12 December 2006 06:51
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

 

The other thing on the 3.9 motor, and for that matter on ALL the Rover V8’s is fuelling.

!DSPAM:7036,457e61e4129357538487838!

 

[Philip Lochner]

Yep, but what's the definition of 'lean'?

 

Regards

Philip

-----Original Message-----
From: lroc-te...@googlegroups.com [mailto:lroc-te...@googlegroups.com] On Behalf Of Trevor Mooi
Sent: 12 December 2006 09:07

To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

[Pieter Erasmus]

Lean;

 

bend, incline, tilt, tip, slant bow...

 

:-)

 

Hope it helps Philip........

[Andre Oberholster]

Lean??? Can a V8 Landy actually run lean?? I mean, It seems they were designed so that liquid fuel must flow thru those combustion chambers….:-)

 

I have to keep the dieselers smiling….

 

 

-----Original Message-----
From: lroc-te...@googlegroups.com [mailto:lroc-te...@googlegroups.com] On Behalf Of Philip Lochner
Sent: 12 December 2006 16:10
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

 

Yep, but what's the definition of 'lean'?

 

Regards

Philip

-----Original Message-----
From: lroc-te...@googlegroups.com [mailto:lroc-te...@googlegroups.com] On Behalf Of Trevor Mooi
Sent: 12 December 2006 09:07
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

Surely, to lean a mixture can also cause the valves to burn.

 

Regards

Trevor Mooi

South African Airways is now a proud member of the Star Alliance™.   The Star Alliance network consists of 18 of the world’s leading airlines, with 842 airport destinations across 152 countries.  

[Daneel van Eck]

And a snorkel - which I think might be restricting the airflow at high rpms?

_____

From: lroc-te...@googlegroups.com
[mailto:lroc-te...@googlegroups.com] On Behalf Of Philip Lochner
Sent: 12 December 2006 09:07 AM
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

[alexander greyling]

Dear Philip

Perhaps I could add some info here. I had the Yellow Rangie's cam, a
standard 3.9 from Dover, advanced by one tooth (I was told that is equal to
9 degrees) when the 3.5 engine was just rebuilt, blueprinted and with high
compression pistons now transformed into a 3.8 liter and fitted with a 390
Holley Carb. A new free-flow exhaust and branches were fitted. This was all
done by Doc Van. Off-road, the low- down torque was phenomenal but on the
long road, especially gong up hills, she went at a snails pace and running
out of steam at 5000 rpm.

At the dyno day I got disappointing 59 kw of peak power at 4000 rpm and 176
Nm of peak torque at 2000 rpm. Doc Van was expecting closer to 90 kw. The
other standard 3.5 Rangies were doing around 55 kw. After getting all the
dope on cams from Doc Van I then decided to change to the next cam "up": a
Craine 224 instead of putting the 3.9 cam straight up. After a full-day
operation this was carried out with a dyno test again at SAC resulting in
80 kw of peak power at 5500 rpm and peak torque of 66 Nm at 4000 rpm and
now revs up to 7000 rpm.

Nice for the open and long road but no pleasure for town driving - you
really have to rev her like a turbo to get past the initial lag and get
going, using a lot of fuel in the process. And off-road in first low range
going down a very steep hill and cranking the steering wheel full tilt at
the same time drops the revs by 500rpm as the 224 cam makes low power at
idle resulting in stalling the engine. This could also be the Holley's
primary float level that is too high.

You also need to keep your foot on the brake pedal and feather more than
usual to have a controlled descent. With the vacuum at idle at -28
kilopascals resulting in a very hard pedal with virtually no brakes as the
booster needs a minimum of -40 to -50 kilopascals to start operating
efficiently. Uphill was not a problem with a lot of latitude in terms of
acceleration and very forgiving.

Water temperature shot up to over 100 degrees plus and only stabilised with
the 2 x 10" auxiliary electric fans continuously running - I towed a Disco
from Rust de Winter to Bronkhorstspruit with the needle close to the red but
never going into it (this cam was also not good for towing anything as you
never get into the power band). However after a 3-4 day trip with both my
Engel fridges and the continuous running of the auxiliary electric fans the
dual batteries - a Delco 105 amp cranking battery and a Delco 105 amp marine
battery- connected via Eric Wolstencrafts' proven dual battery system -
started to go flat which will be no good for an extended trip.

Fuel consumption with the Holley Carb was good on the open road ; around
7 km per liter but very bad - from below 4 - 4,5 km per liter - for town
driving. In addition the exhaust was very loud and the idling lumpy and
rough.

Now I was also told the theory is if you advance a cam (by one tooth), that
cam will behave like the next cam "down". So it then follows that if I
advance the 224 cam, it will be like the original 3.9 cam but with increased
kw. Peak power and torque should also drop down in the rev band by 1000rpm.
I got the radiator checked by Silverton and a couple of small leaks fixed
and DocVan did a compression test that turned out fine. With the help of Doc
Van , I then advanced the cam (around a 2-3 hour operation). Although I did
not dyno-tested this setup I believe the theory to be correct; pull-away
was smooth with a lot of power available without the previous lag.

The bad news was the temperature and vacuum problems still persisted. I
believe that a desert 5 core and 2 x 14" auxiliary fans (to replace the
viscous fan that will not fit anymore) or a tropical 4 core radiator and a
vacuum pump at a total cost of around R8000 excluding labour could have
possibly solved those 2 critical problems. But there are no guarantees.

The loud exhaust noise was still there although the lumpy idle was less
pronounced and when cranking the steering wheel full tilt the revs still
dropped by 500 rpm.

Considering the cost of and some problems still unresolved I changed back
to the 3.9 standard Rover cam straight-up, a full day operation with Doc Van
helping me to set the pre-load.

The result: On the open road less power than the 224 cam but more than the
standard Rover cam advanced. Temperature was now running at 90 and
stabilising without the fans at 95 degrees. This is still about 5 - 10
degrees more than my other Rangie. Cranking the steering wheel full tilt
dropped the revs by only 100 rpm (the power steering pump maybe needs a look
at). The exhaust is far more civil and the lumpy idle is gone. The Holley's
primary float level was too high and now corrected. I have not tried it
off-road but will do so this coming weekend. I will also take it for
another dyno test at SAC in the New Year.

My conclusion so far:
Changing to the next cam up is an inexpensive way to gain more kw but
beware of unforeseen problems like increased water temperature and low power
at idle (I rather spend the extra money to control these factors in
upgrading to a 4.6 liter motor). Nice for long trips and the open road but
not good for off-road and town driving.

Advancing a cam is OK if you have a lot of power available and can then
afford to do so (like 4.6 liters) as you are going to shift that power down
the rev band by around 1000 rpm. If you do mainly off-road work like on a
farm and tow a caravan or trailer then I would also do it even if it is a
3.5. It is relatively easy 2-3 hour operation plus redoing the timing and
worth trying.

Now that is what I am going to do, just as soon as I can get a 4.6 together.

May the V8 petrol heads live long!

Cheers
Alex Greyling

[Philip Lochner]

Thanks for sharing your experiences with us Alex!!

The one thing that comes out of your experience is what a MAJOR effect
the cam has on engine performance. Seems to me more than most other
mods.

My understanding is that the 9 degrees you refer to are "cam degrees" =
18 crank degrees.

Well, that confirms that advancing the cam CAN be done (at least on your
engine) and considering that yours with advanced cam made similar power
to std 3.5, max power is not sacrificed but simply developed at much
lower rpms. Since Watt = torque x rpm that implies that significant more
torque MUST be produced at lower rpms to achieve similar power figures.
That could work for me! I won't mind she runs out of steam at 4krpm if
all I have to do is put my foot down. My gut feel (- not much to go on
of course...) is that fuel consumption might also be better then.

It certainly won't take 2-3 hours to change my Landy's cam, more like a
full day's grafting! But I'm rather tempted!! But its also nice to hear
(and feel )what the V8 has to say at 5700 rpm!

PS: I'm still researching a low pressure (mainly to compensate for
altitude), low cost, bolt-on positive displacement supercharger solution
for the 3.9efi engines.

Kind regards
Philip

[Andre Oberholster]

It's a pity that not a lot of development has been done on the 3.9 cams.
The 3.5 has a loooooot of cam variations available. I imported an Erson
278 deg cam from the states for my SD1 3.5 (after reading up from
personal experiences), and it transformed the car throughout the rev
range (albeit it needed major fuel surgery afterwards). On the EFI
engines this is now so much easier to do. Kallie from the now closed
down Fox 4x4 had a very nice 3.9 imported cam. I did not write down the
details, and now he has disappeared!
Apparently Chris Barker also knows of a decent 3.9 cam. Thing is, one
can so easily fall into a trap by turning the car into a dog to drive.

Go for it Philip - Advance that cam! It worked on the UNO!!

Andre O.

-----Original Message-----
From: lroc-te...@googlegroups.com
[mailto:lroc-te...@googlegroups.com] On Behalf Of Philip Lochner
Sent: 14 December 2006 11:15
To: lroc-te...@googlegroups.com
Subject: [LROC Techtorque] Re: Cam timing

Kind regards
Philip

South African Airways is now a proud member of the Star AllianceT. The Star Alliance network consists of 18 of the world's leading airlines, with 842 airport destinations across 152 countries.
Directors
Prof GJ Gerwel* (Chairman), Dr. K Ngqula (President and Chief Executive), LM Mojela*, A Ngwezi*, F Du Plessis*, M Kalyan*, M Whitehouse*, 1Dr N Moyo*, 2Dr J Schrempp*, B Modise*, PG Joubert*
*Non Executive. 1 Zimbabwean 2 German

[Greg Mollink]

Hi, another question.

When I redid the cylinder heads of my Disco V8 I fitted a new water pump.
The original pump had a bent sheet metal impeller, the new pump has a cast
impeller which to my mind did not appear to be as effective as the sheet
metal one.
On this last trip to Bots towing a trailer the engine ran very hot 110 deg
and 120 deg with the aircon on, could the pump be the problem.

I have a new Viscous fan which cuts in as expected as did the aircon fans,
the radiator has also just been serviced. The car used no water at all
during the trip.

Regards
Greg