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Rogered Rover - Part 8 - July 2005

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Within a week of the last report the engine had been cleaned & fitted.

The track rod, drag link, bell housing cover, flywheel & clutch slave cylinder were then cleaned & painted as necessary.

The flywheel was then fitted to the engine, along with a new clutch.

engine and clutch

Both gearboxes were then cleaned. The clutch release arm & operating rod were fitted into the 101 bell housing & the gearbox subsequently fitted to the engine/chassis.

engine with gearbox

The original Rangie gearbox was put to one side until I can get around to removing the overdrive & transmission brake for fitting onto the 101 gearbox.

Next step was to offer up the bare ‘90’ bulkhead that I had bought off Mac to see what fouled – amazingly nothing did, although there was only about 13mm clearance between the bulkhead & the exhaust manifold!

manifold clearance

This worried me a bit, but an email to the Flying Dutchman (you know the guy, does loop the loop in his Landie!!!) put my mind at rest, although for peace of mind I decided I will fit some heat reflecting material in the appropriate places.

I now started to strip the ‘take off’ bulkhead I had bought at Billing nearly a year ago, & managed to remove every thing apart from the steering column before trial fitting it to the chassis.

The steering column fouled the inner wing support, so the bulkhead was removed & the offending piece modified.

During the strip I was pleased to find that the speedo is mechanical, so I have half a chance of connecting it up to the gearbox.

On removing the cable harness that showed it to be from a 1997 vehicle.

I thought it would be prudent at this point to decide what brake set up I was going to use. I now knew that the master cylinder was from a vehicle that had rear disc brakes, so that was good.

The Rangie has a split system with half of each front calliper operated by different parts of the master cylinder, so that in the event of a failure you still have some brakes.

Although the ‘90’ callipers are ‘4 pot’, they all operated from one supply.

So how is the system split?

On the way to the next pub meet I called in on John & looked at his Land Rover workshop manual which revealed that there is a front/rear split with a pressure valve to limit the pressure to the rear wheels – I guess this is so that the rear wheels don’t lock up when there isn’t a load in the back .

As my beast’s weight distribution will be more like a 90s than a Rangies I am going to adopt the 90 system.

Brad had brought along his Haynes manual, so I read up on the correct method of bleeding the brakes, then badgered Adam into opening his 90 bonnet so that I could see the pressure valve etc. in position.

My Rangie came with Rangie callipers fitted to 90 hubs, so presumably there will be no problem fittnig 90 callipers to Rangie hubs – or will there?

I thought it would be a good idea to remove the windscreen mounting brackets from the old series bulkhead before I forgot & dumped it, so I cut both corners off of the bulkhead c/w brackets – quite a complex build up here with 3 layers of metal in places.

The 90 bulkhead has 4 pegs on top of it to locate the fixed windscreen, so these got the chop.

The bulkhead was then rubbed down ready to paint, & the transmission tunnel area was sprayed black with some anti-chip paint I had laying around.

The rest of the bulkhead was then (hand) painted with 2 coats of the final colour – see photo, but have sick bag ready, it’s not as bright as a certain stage one we all know, but it certainly ain’t dull.

The heat reflecting material was stuck on & then the bulkhead was lifted into place (again!) & bolted up.

bulkhead fitted

I had bought an exhaust from Paul, part mild steel, part stainless. I hung the rear stainless part crudely in place to see how it fitted, & considering I have a different rear cross member it doesn’t look too bad.

One of the manifolds had a broken stud, so I drilled it out & fitted a replacement. I then cleaned up all brake callipers, exhaust manifolds & rear spring pans. Next I fitted the steering rod, track rod, steering damper & starter motor – basically I can’t move for bits so anything I can fit clears a bit of space!

The manifolds & callipers were then painted with high temperature paint & the spring pans with ordinary stuff.

I then removed the transmission brake drum from the Rangie gearbox, probably just to fill up some of the space I had cleared from fitting other bits!

I had to buy a new exhaust ‘Y’ piece as the one I bought from Paul had the rear flange missing. Also, I had no mountings, & as I thought it important to get something in the right place to give me a datum, I bought a genuine Land Rover mounting for the ‘Y’ piece – about fifteen pieces in all & about twice as many pounds! I then hung the ‘Y’ piece in position.

I decided it would be a good idea to trial fit the ‘90’ callipers onto the front hubs before I rebuilt them, & of course they wouldn’t fit.

The holes in Rangie callipers are 13mm diameter, & those in a ‘90’ 12mm.

This means that the Rangie callipers had originally been fitted to the ‘90’ hubs with too small a diameter bolts.

Also the ‘90’ callipers fouled slightly on the Rangie hub & disc shield bracket.

Removing some metal from the calliper & bending the back of the brackets up slightly overcame these minor irritations.

I then traced the outlines of the exhaust front pipes onto some plastic sheet so that I could work out how to shorten them by about 4 inches, as that is how far the engine has been moved back.

The removed portion would have to come from in front of the gearbox cross member so that this was not fouled, & as the front pipes slope this meant the vertical portion of the down pipes would have to adjusted to suit.

I contacted Steve to see when he could come over & help me with the mods.

In the meantime, I removed the old pistons from the brake callipers & cleaned & fitted the alternator & power steering pump. (along with new belts).

Steve came over, & we started on the exhaust mods.

The bulkhead had to be unbolted & lifted up to enable us to try the n/s pipe, as this was rusted into the old ‘Y’ piece.

Once we had finalised what we were doing, we modified the o/s pipe & fitted this in position, as this held the (new) ‘Y’ piece horizontal.

When we came to do the nearside, Steve suggested I fitted the clutch slave cylinder & pipe first – I’m glad he did as the intended path of the exhaust meant it was virtually touching the pipe, so a little adjustment was called for.

Having tacked things in place & checked everything was O.K. it was all removed to be welded up.

It is now mid July, about 3 months since the last report, & although I am making progress I am being reminded constantly of how much more effort is required to build a vehicle than to rebuild one, & I can understand why a lot of people give up.

However, I know what I am doing with the exhaust & brakes & the next thing will be the wiring, & then I think I will be over the worst of it.

This time next year, I doubt if I will be a millionaire, but I will be disappointed if I haven’t finished or nearly finished this project – so will my wife!!!


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