As a professional mechanic working in a properly set up workshop is too easy when servicing vehicles. Oil drainers are designed to collect draining oil from a vehicle when raised up on a ramp. What becomes difficult with a routine oil and filter change is when you are stuck without suitable lifting equipment and the correct drainage and storage equipment. Garages will drain, store and pay a company to collect waste oils for disposal. This is included in the garage servicing bill. As DIY enthusiasts we want to service our vehicle without paying those sorts of bills. We do however have to be responsible for our own waste which involves a trip to the local waste disposal site once in a while to dispose of waste oils. Transmission oils, power steering fluid are generally considered to be waste oils where as paint thinners and solvents are not and shouldnʼt be mixed in with waste oils. Contact the disposal providers to confirm what you can dispose of with them.

Waste oil can cause a massive amount of damage if let to leach into the environment. Any waste oil that gets into the water system be it the rain water drainage system or into the local environment means we have to, as householder and utility bill payer foot the costs for costly clean ups. Iʼd rather not pay more than we already do on our water bills so being responsible I hope encourages others to have the same attitude. Sorry I donʼt mean to lecture here but there are a few who are sloppy and would rather pour oil into the ground rather than make a little bit extra effort. It pays dividends if you have a container suitable to carry the oils to the dump without spilling it in the back of your Land Rover.

Take care to protect you skin too. Oil has some nasty stuff in it so take care to protect yourself even with short term exposure to oils. Always wear protective clothing including gloves when handling the stuff.

Filter disposal. Any workshop will have a separate drum (sealed) to collect filters. These do not go into the usual waste steam so need to be disposed of at a disposal site. Contact your local council for details if you are unsure.

The drain pan PM1243 is a low profile oil collector. We do have low profile drain trays in workshops which look like large industrial kitchen backing trays which slide under a vehicle to catch oil and anti-freeze when stripping an engine out of a vehicle; these usually are open so the fluids need to be transferred at the earliest possible opportunity. On open container like that or even an oil spill is a health and safety hazard or a potential for a massive customer complaint.

The whole idea or spillage containment appeals to me especially with the oil drainer pans that are sealable. Less mess and spillage means less time and resources dedicated to cleaning. Imagine this scenario for a moment; a small oil spill is created in a workshop, someone walks through the spill then gets into a customers vehicle. The oil gets onto the interior carpet and perhaps on the edge of a seat. This is an annoyed vehicle owner and potential lost customer waving a rather large valeting bill at the garage owner. Perhaps quite trivial but put this scenario to you or me but put it into a domestic scenario: walking into the hose and getting oil on the living room carpet? You know who is going to hit the roof donʼt you?

Other Uses for the Drain pan PM1243
Testing the oil drainer PM1243 for Paddock was an absolute pleasure. I explained in the video one basic point which I found quite important to DIY enthusiasts who own Land Rovers with 2 live axles on their vehicles. There are other advantages to the oil drainer pan which I did not cover in the above video.

Draining filters into the drain pan. Oil and fuel filters can be rested on the top just in the recess letting the fluid drain out allowing you to dispose of an almost dry filter. This can be done with the recently removed oil filter and diesel fuel filter. There is nothing worse than picking up a filter in the wrong way to find fluid still in it. The oil of fuel goes everywhere leaving you less time on other jobs because you have to clean up the spillages. Diesel fuel is acceptable in waste oil for disposal however petrol, due to its lower flash point may cause problems at council run waste disposal sites so it is worth asking before pouring petrol into old oil.

Oil catch when removing the PAS pipes, oil cooler pipes and the gearbox cooler pipes if fitted. The drainer is small enough to be positioned where larger taller containers like buckets fail.

Draining off and catching oil when removing a half shaft or oil filled bearing. When you remove a half shaft on a fully floating hub you will find an amount oil final drive oil pour out of the axle tube end. Owning a Land Rover with drum brakes you may have already experienced this? The drainer can be placed under the stub end with getting in the way whilst you get on with the jobs around the brakes.

Catching greasy / oily components. Why not use it as a temporary try for a small component that is dripping in oil? This way you can easily use some paraffin or cleaning fluid to clean out the well which drains straight into the drainer afterwards.

Draining the oil or ʻ one shot” grease out of the swivel hub. EP 00 which is used in the later defenders without a drain bung means you need to catch it in a container otherwise it will slop all over the ground. Once you have removed the 2 bolts at the top of the hub when removing the brake hose retaining bracket it will allow the swivel housing to move giving the grease opportunity to move past the seal. . Let me know if you have found a way of removing the grease out of the swivel hub in any other clean manner.

Small parts washer. Unfortunately I do not have the luxury of a parts washer at home. If the components can be washed in the well of the drainer without making a mess then it, to me is a massive bonus.

There are plenty of other applications so lets see how many we can come up between us. Why not add them to the comments below and share with others.

You will get to see this practical drainer pan in use during our workshop sessions in our videos on the Land Rover Toolbox Video You Tube channel in the future. So, please stay clean, have fun and try not to mess the driveway up too much!
Trailerfitter 2013

The above blog and video was written and produced by Trailerfitters Toolbox.  For more videos check out the Trailerfitters Toolbox You Tube Channel.

DISCLAIMER: Whilst all efforts to provide professional, accurate and safe educational tutorials covering repair and maintenance of road vehicles are made.  The sponsors (Paddock Spares) and makers (Trailerfitters Toolbox) of this blog and video are not liable for any injury or damage to persons or property as a direct result of watching this tutorial.

Recently the Land Rover Toolbox Videos were given a challenge to test and review the Paddock Heavy Duty Valve Spring Compressor PM1240. This opportunity we snatch up without second thought. We do love to put tools through their paces. As the name implies, the ‘Heavy Duty Valve Spring Compressor’ is designed for use an a variety of different applications for diesel engine cylinder heads including truck applications.  It is the same as those found in truck garages and well suited to the Land Rover engines which by their nature have cylinder head valves that are larger than a small 16 valve car engine.  We found the tool is also suited to smaller car engines too utilizing reversible heads for accommodating for a wide range of spring cup sizes .  It is robust in construction and at the price Paddock have the tool on offer I would advise using this one.  It suits a professional garage environment well having its place firmly on the tool wall.

For an enthusiast that may only recondition a cylinder head perhaps once every 5 years or less depending on the enthusiasts activities, it still is worthy of an earned place in the home DIY garage.  You never know when you need to lend it out to a fellow enthusiast or take on a job on family run around or even for use the next classic car restoration project.  The tool is a positive investment.

The following article is not a ‘how to change your stems seals’ : we have videos for that on our You Tube channel for that!!   It is rather an insight into some of the factors involved in successfully stopping oil consumption and having an efficient and perfectly running engine.

Changing the valve stem seals.

The stem seals on the cylinder head valves play a vital role in stopping oil from traveling down the stems of the valves; getting into the cylinder bores.  The tell tale signs of the oil getting past the seals is blueish smoke seen in the exhaust smoke on start up. If you have a nose for it then you will also smell the oil being burned.  The symptoms are lacking when the engine is warm. Please do not think that bore wear is ruled out either but oil burning will continue when the engine is warm to some extent if the cylinder bores are worn.

For some of you it may a daunting task to have to remove the cylinder head and pop out the valves to access the seal before changing them but in reality it is an easy job to accomplish with a systematic approach. I will add here that there is more to consider than just replacing the seals however.

Generally one will have to lift the cylinder head off the vehicle and have it on a bench.  Even if there are tools  to allow one to push the valve springs down to release the retaining collets allowing the valve spring to be removed on the engine I would strongly advise to have the head off the engine and in all cases as you need to check components for wear.

The first thing do is be prepared to measure, measure and measure everything. Checking to see if all the components are within tolerances with the workshop manual data for the engine you are working on.  The cylinder head warpage is the first thing to check so after scraping the remains of the composite gasket that was fitted is important. Find yourself fortunate if a tin gasket was fitted. Very little cleaning is needed if one of those was fitted.

You will need to measure across the length width and the diagonals of the face using a feeler gauge measuring the gap, if any, between the face of the cylinder head and the straight edge.  As long as this is within data given then proceed otherwise you need to consider replacing the whole head with a new item or find a second hand serviceable replacement.  If you were buying a second hand unit then approaching the head with the intention of reconditioning it will pay you dividends and less frustration than fitting it to find it unserviceable.

Removing the stems seals with the cylinder head still in place.  This involves having the piston on the relative valves on a piston set at Top Dead Centre ( T.D.C.) which the valve will sit on. Otherwise the valve would drop straight down the cylinder bore! This technique is used on particular engines to set the correct position for setting the diesel pump timing. An example of this is the Peugeot EN 55 and TN70 engines found as a conversion from the LDV convoy 2.5 ltr engine fitted to a few Land Rovers.  I would not advise dropping the valve this way unless you know your engine technology well.

Let’s presume you have removed the cylinder head. You may have done this to replace the  cylinder head gasket for some reason or specifically want to stop oil consumption from worn valve stem seals.  You will need a valve spring compressor. this enables you to compress the spring cup and valve spring releasing the collets. Once the collets have been removed then the valve can be slipped out.  Keep all valves in order along with the springs and spring cups. The first thing you are going to have to pay attention to is the condition of the valves with the amount of carbon on them, especially the on exhaust valves.  Removing the carbon involves using a rotary wire wheel, either on a bench grinder or on a drill attachment type arrangement. Carbon hinders the gas flow to and from the engine so it is important that it is fully removed. Years ago this would be called ‘de-coking’ usually done at 100 000 miles.

We also need to be able to check the condition of the valve and valve seat in the cylinder head for condition. Carbon can hide a possible failed component so caution is required.

Secondly you need to check the condition of the the valve face and valve seat. These are what make the air tight seal when the valve is closed any pitting on these need to be removed by either lapping the valves in or if excessive, grinding the valve face and cutting the valve seat will be required.  Owing to the cost of the tools required it would be best to employ the services of an engineering workshop to carry out this task. It will be wise to check the valve head for cracks or burning once cleaned up. If this is present then the valve / valve seat in the cylinder head will need replacing again the seat will need to be replaced by an engineer.  Measuring the valve stem is important. measuring the stem of the valve, top middle and bottom are required. You will need to check your workshop manual for the specific data for the engine. The details will be under “engine data”.  The 300tdi engine stem maximum wear tolerance is 7.96mm for instance so any measurement under that on the stem of the valve renders the valve for replacement.

You will need to check the valve guide in the cylinder head. Measuring this is achieved by placing a new valve into the guide, lifting it above the face of the head, and again in the case of the 300tdi engine is 8 mm to the top of the valve head, then the movement of the stem in the guide measured by a dial gauge. This operation is easier than it seams but one need to own and know how to use a dial gauge.  Our recent 300tdi project engine cylinder head most of the valves were out of tolerance unfortunately.

Precision measurement and fine tolerances are key to modern engine performances. We firmly out of the age of steam so demanding finer clearances on components leads to efficient working components.  Measuring and fitting components to manual data is key to having a better running power plant.

Okay so you have got this far and perhaps all is within tolerance of the workshop data if not then replace as required. It pays to list the measurements on each cylinder number initially so you are working form cylinder 1 through 4. Each valve will also have a number.  I usually start at first cylinder number 1 the closest to the timing belt (the French call the cylinder next to the flywheel as number 1 for some odd reason) then number the valves respectively from 1 to 8. Keep it pragmatic.

Lapping the valve faces to valve seat are is required either when fitting the original valve but before you start this ensure the valve stand down is correct.  This is where you use a feeler gauge with a straight edge resting on the cylinder head face.  You are reading the gap between the valve in the closed position and the cylinder head face edge.

This measurement is vital.  Too small and the valve runs the risk of hitting the piston crown.

Measure the valve spring free length.  Using a vernier caliper this is easy. Under tolerance means the valve spring will be weak and requires replacing.

The stem seals are available in the cylinder head gasket kit which will usually not include the head gasket. You should have all the gaskets you need (and more) to re assemble the head.

Trailerfitter 2013.

The above blog and video was written and produced by Trailerfitters Toolbox.  For more videos check out the Trailerfitters Toolbox You Tube Channel.

DISCLAIMER: Whilst all efforts to provide professional, accurate and safe educational tutorials covering repair and maintenance of road vehicles are made.  The sponsors (Paddock Spares) and makers (Trailerfitters Toolbox) of this blog and video are not liable for any injury or damage to persons or property as a direct result of watching this tutorial.  (For full disclaimer please see the end of the above video).

We currently have 3 vacancies at our headquarters in Matlock, Derbyshire, UK.

MAIL ORDER SALES ADVISOR

Job description
Applicants must have general office experience, computer skills and a pleasant telephone manner to operate in a busy mail order office despatching spares and accessories for the Land Rover marque, worldwide.

You will be required to work in a team taking orders, preparing quotes and liasing with customers, suppliers and couriers.  Training will be given. We stress that although this is a sales position there is no cold calling required.

This is a permanent full time position with a competitive salary.

Please forward cv/covering letter to rob@paddockspares.com

ORDER PACKER/WAREHOUSE OPERATIVE

Job description
Order packer required for busy mail order warehouse, despatching motor vehicle parts worldwide.  Must be a good team player with attention to detail.  Warehouse experience not essential as training will be given.

This is a permanent full time position with a competitive salary.

Please forward cv/covering letter to rob@paddockspares.com

GOODS INWARDS PERSON

Job description
Goods inwards person required for busy mail order warehouse.  Must be a good team player with attention to detail, but must also be able to use own initiative and work independently.  Goods are received daily from UK wholesalers as well as international shipments.  Warehouse experience not essential as training will be given.

This is a permanent full time position with a competitive salary.

Please forward cv/covering letter to rob@paddockspares.com

As per usual we will be closed over the Easter Holiday period.  Our opening hours are as follows:

Good Friday 29th March – CLOSED

Saturday 30th March – CLOSED

Easter Sunday 31st March – CLOSED

Bank Holiday Monday 1st April – CLOSED

Tuesday 2nd April – Open as usual

Hope you all have a great Easter break.

• New, modern interpretation of Range Rover Sport completes three-model Range Rover portfolio
• Transformational on-road dynamics with world’s best all-terrain performance gives unrivalled breadth of capability
• Impeccable composure and refinement delivering exceptional ride comfort
• Superbly crafted, luxurious and more flexible interior with new 5+2 seating option
• Weight saving of up to 420kg*, like for like TDV6 engine, brings agility and exceptional performance, with 15 percent CO₂ reduction and greatly improved fuel economy
• Features Range Rover premium chassis and lightweight aluminium architecture
• Customer-focused technology package debuting Land Rover’s ‘connected car’ suite of technologies

The all-new Range Rover Sport, revealed to the world yesterday on the streets of New York, is the ultimate premium sports SUV – the fastest, most agile and responsive Land Rover ever.  The Manhattan skyline was the perfect backdrop for this world premiere with more units of Range Rover Sport sold in the United States than any other global market and New York being the model’s best-selling city.

Developed alongside the highly-acclaimed all-new Range Rover, the new Range Rover Sport now delivers the brand’s best-ever on-road dynamics together with class-leading, genuine Land Rover all-terrain capability. The new, technology-packed, Range Rover Sport, presents customers with a more assertive and muscular exterior, more luxurious interior and the flexibility provided by the option of occasional 5+2 seating.

Exploiting Land Rover’s breakthrough lightweight suspension design and innovative dynamic chassis technologies, the Sport’s all-new, first-in-class aluminium architecture achieves a weight saving of up to 420kg*.  This transforms the vehicle’s dynamic performance, enabling it to blend agile handling with exceptional comfort, offering a unique mix of sporting luxury and a dynamic, connected driving experience, along with CO₂ emissions reduced to 194g/km.

Speaking ahead of the official world premiere at the New York International Auto Show, Land Rover Global Brand Director John Edwards said: “The all-new Range Rover Sport is a vehicle that has been designed and engineered without compromise.  With Land Rover capability at its heart, it is one of the most road focussed vehicles we’ve ever produced, but of course still offers unsurpassed all-terrain capability. It is a vehicle which is designed to be driven. We’ve taken ride, handling and agility to another level for Land Rover to deliver a truly rewarding, sporting, drive together with unmatched luxury, capability and versatility.

“Building on the success of the recently launched flagship Range Rover, the new Range Rover Sport also employs a vast array of new technologies which help to transform its performance, refinement and all round capabilities,” adds Edwards.

Design: assertive, powerful and muscular

The dynamic new Range Rover Sport has a bold and progressive exterior design that is assertive, powerful and muscular, hinting at the improved driving performance, and positioning the vehicle clearly between the Range Rover and the Evoque through a clear, shared design DNA.

Land Rover Design Director and Chief Creative Officer, Gerry McGovern, said: “The new Range Rover Sport is the ultimate luxury SUV.  A new Range Rover Sport for a new era.  Relevant, sustainable and utterly desirable.  Alongside the all-new Range Rover, and the Range Rover Evoque, the new Range Rover Sport represents the third distinct product in Land Rover’s product revolution.  Firmly establishing it as a powerhouse British brand, with exceptional Design at its core.”

With a fresh interpretation of the previous model’s distinctive design, the new vehicle has a sleek and contemporary appearance combined with enhanced use of space.  The new Sport is just 62mm longer than its predecessor, yet at 4850mm, it is shorter than other 7-seater SUVs and most E segment sedans, bringing greater manoeuvrability and ease of parking. However, a significantly longer wheelbase (increased by 178mm) provides greater room and improved access for rear passengers.

Shorter overhangs at the front and rear, plus additional width (+55mm) give the new vehicle a more modern stance.

With its ‘faster’ windscreen angle, streamlined and rounded profile and lower, dynamic sloping roofline, the new Range Rover Sport is 8 percent more aerodynamic than the outgoing vehicle (Cd 0.34).  The new Sport is 149mm shorter and 55mm lower than the all-new Range Rover on which it is based and model-for-model weighs 45kg less.

While it was developed alongside the Range Rover and shares some commonality with its sister vehicle, the all-new Range Rover Sport benefits from 75 percent unique parts, a significant number of which directly influence the way the new Sport looks and feels.

To maximise personalisation, customers will be offered a choice of wheel designs ranging through 19-, 20-, 21- and 22-inches in diameter including the iconic “Viper’s Nest” wheel design, now available for the first time across all Range Rover models.

Capability: the broadest range of abilities in an SUV

The new Range Rover Sport has been engineered to deliver dramatically improved on-road driving dynamics, with more connected and agile handling complemented by enhanced ride and refinement.  The lightweight aluminium suspension is fully-independent, with wide-spaced double-wishbones at the front and an advanced multi-link layout at the rear.

Wheel-travel is class-leading (260mm front and 272mm rear) and provides exceptional wheel articulation of 546mm to deal with the toughest conditions.  Maximum ground clearance is increased to 278mm (+51mm) and the upgraded air suspension system automatically varies between two ride heights, while the next generation ground-breaking Terrain Response^® 2 system automatically selects the most suitable terrain programme.

Fifth generation air suspension provides up to 115mm of regular movement, from the lowest setting ‘access height’ (now 10mm lower at 50mm for easier entry and exit) to the standard off-road height.  An automatic extension, triggered by sensors, and a manually-selected extension, both raise the Sport by 35mm, giving a total movement range of 185mm.

The re-engineered air suspension system with its new +35mm intermediate setting means that the off-road mode can remain available at much higher speeds (80km/h up from 50km/h) than was possible before, which is valuable in terrain with long, rutted dirt roads.

All-new, the electric power steering is characterised by a lighter, more direct steering feel.  A choice of two full-time 4WD systems will be offered.  One system provides a two-speed transfer case with low-range option, for the most demanding off-road conditions with a front-rear 50/50 percent default torque split, and 100 percent locking capability.

The alternative system is 18kg lighter and features a single-speed transfer case with a Torsen differential, which automatically distributes torque to the axle with most grip, working together with the traction control systems to deliver excellent traction in all conditions. The default front-rear torque split of 42/58 percent is designed to provide a rear-wheel drive bias for optimum driving dynamics.

Powertrains: four engine choices from launch, with new Hybrid to follow

At launch, all-new Range Rover Sport customers will have a choice of four engines – two supercharged petrol engines (5.0-litre 510PS V8 and the new 3.0-litre 340PS V6) and two diesel engines (3.0-litre 258PS TDV6 and 292PS SDV6).  The powertrain line-up will be expanded later in this year by the addition of a high performance 4.4-litre 339PS SDV8 diesel version.  In addition, an innovative, high-efficiency diesel Hybrid model will be available to order later this year for delivery in 2014.

Across the range, acceleration times for the 0-60mph dash start from sub-5.0 seconds, while fuel consumption is cut by up to 24 percent – depending on model – and CO₂ emissions start as low as 194g/km.  All petrol and diesel engines in the new Range Rover Sport are paired with the advanced electronically controlled ZF 8HP70 8-speed automatic gearbox.

The weight reduction measures on the new Range Rover Sport open up the future possibility for the fitment of a smaller, lighter power plant, such as a four cylinder engine. A model which could have an overall weight of less than 2000kg, a reduction of over 500kg* from the previous lightest model.

Sustainability: first in class withlightweight aluminium construction

The all-new Range Rover Sport is the first vehicle in its segment to feature an advanced all-aluminium body structure, which not only contributes to outstanding agility and driving dynamics, but also delivers significantly reduced weight and enhanced sustainability.

Engineered in parallel with the highly-acclaimed new Range Rover, the new model’s lightweight aluminium body structure employs a combination of pressed panels, plus cast, extruded and rolled aluminium alloy parts, so the strength is concentrated precisely where the loads are greatest.  The vehicle’s platform is 39 percent lighter than the previous model’s.

In 2014, the new Sport’s improvement in efficiency will be raised to a new level with the introduction of an ultra-efficient diesel Hybrid achieving CO₂ emissions of 169g/km.

All models across the range are fitted with an advanced intelligent Stop/Start system which improves fuel consumption by up to 7 percent.

Interior: modern and luxurious with a strong sporting character

The new Sport provides an interior with distinctive Range Rover Sport design cues, superior detailing and craftsmanship.

A design benchmark in its segment, the Sport interior offers a unique blend of style and understated luxury with strong, elegant lines, top quality materials and an extra dash of sporting character.  Strong, architectural forms within the interior have been enhanced by a cleaner, purer surface treatment, beautifully executed with more luxurious soft-touch surfaces in key touch points around the cabin.

The sporting ambience of the interior is also reflected in the smaller diameter, thicker steering wheel, vertical gear shifter, higher centre console, configurable mood lighting and more generous seat bolsters.  The Sports Command Driving Position (CDP) combines the supreme sense of confidence and control offered by the Range Rover, with a more sporting seating position similar to the Evoque.

Interior packaging is optimised to create a more spacious rear cabin with 24mm more knee room, while occupants also benefit from the wider cabin.  New, neatly integrated third row, occasional 5+2 seating can be specified.  These powered seats leave a flat floor with no loss of boot space and are split 50/50.

Technology: customer-focused vehicle and safety features

The new Range Rover Sport has been developed as the ultimate ‘no compromise’ vehicle that will fit perfectly into its customers’ lifestyles.  It has been engineered to incorporate the latest developments in customer-focused vehicle and safety technologies to enhance comfort, confidence and safety behind the wheel.

New or enhanced chassis technologies for the new Sport include Adaptive Dynamics featuring continuously variable dampers (CVD), and on more powerful models, a dedicated Dynamic mode in the Terrain Response^® 2 system for enthusiastic on-road driving.  This system is combined with twin-channel Dynamic Response active lean control, a Dynamic Active Rear Locking Differential, and Torque Vectoring by Braking, which transfers torque to the outside wheels during cornering, reducing understeer.

The new Range Rover Sport offers a comprehensive connectivity package enabling customers to stay seamlessly connected to their vehicle, business and family lives.’Connected car’ technology allows the driver to check the status of the vehicle via an App installed on their smartphone and also provides support features such as Stolen Vehicle Tracking, Emergency Call and Land Rover Assist Call. Finally, a high bandwidth Wi-Fi Hotspot can be installed in the vehicle so that passengers can use the internet and get the best data connection for their smartphones or tablets.

A new, optional colour Head-Up Display presents key vehicle and navigation data without the driver needing to look away from the road, using laser technology for superior clarity and contrast.

The new model introduces a digital camera system which supports three driver assistance features that help deliver improved driver awareness: Lane Departure Warning, Traffic Sign Recognition and Automatic High Beam Assist.  Another unique innovation on the Sport is the new Wade Sensing™ feature that provides ‘depth’ information when driving through water, made even more beneficial to the driver now that the Sport’s maximum wading depth has increased by 150mm over the previous model to 850mm.

Conclusion

The all-new Range Rover Sport, with its greatly enhanced versatility, is destined to continue the outstanding success of its predecessor, which quickly became one of Land Rover’s most popular models following its introduction in 2005, with sales exceeding 380,000 units to date.

Designed and engineered at Land Rover’s development centres in the UK, the new model will be produced in a state-of-the-art low-energy manufacturing facility at Solihull, UK.

On sale during the third quarter of 2013, the new Range Rover Sport will ultimately be introduced in 169 markets worldwide.  Most markets will offer customers a choice of four equipment levels (S, SE, HSE and Autobiography), plus new ‘Dynamic’ versions of the HSE and Autobiography.  An extensive choice of colours, finishes and details will enable customers to create the ultimate bespoke SUV.

• Land Rover continues to champion innovation in engineering and develop sustainable automotive solutions
• Engineered to deliver zero emissions while retaining legendary all-terrain capability
• Innovative powertrain combines a 70kw electric motor with lithium-ion battery pack

Land Rover is continuing to champion British innovation and cutting-edge automotive engineering by unveiling seven new Electric Defender models at the Geneva Motor Show. The research vehicle delivers zero emissions while retaining its tough, go-anywhere capability.

“Investing in innovation has always been the lifeblood of our business and our engineering teams are working hard to develop innovative new technology to provide sustainable motoring solutions,” said John Edwards, Land Rover Global Brand Director.

The standard diesel engine and gearbox have been replaced by a 70kW (94bhp), 330Nm electric motor twinned with a 300-volt, lithium-ion battery with a capacity of 27kWh, giving a range of more than 50 miles. In typical, low speed off-road use it can last for up to eight hours before recharging. The battery can be fully charged by a 7kW fast charger in four hours, or a portable 3kW charger in 10 hours.

The electric vehicles (EVs) retain the Defender’s legendary four-wheel drive system and differential lock. Because the electric motor delivers maximum torque from the moment it starts, there’s no need for gear shifting and the transmission comprises a single speed, 2.7:1 reduction gearbox combined with the existing Defender four-wheel drive system. A modified version of Land Rover’s Terrain Response^® System has also been incorporated.

The vehicles were developed by Land Rover’s Advanced Engineering Team following successful trials of the Defender-based electric vehicle, Leopard 1. The vehicles’ capability has been tested in extreme and environmentally sensitive conditions, demonstrating capabilities not shared by conventional road-going EVs. Trials included pulling a 12-tonne ‘road train’ up a 13 percent gradient and wading to a depth of 800mm.

In keeping with Land Rover’s ‘Tread Lightly’ philosophy the smooth, low-speed capability of the electric drivetrain makes the Electric Defenders especially well suited to climbing obstacles without damaging the ground unnecessarily.

The battery weighs 410kg and is mounted in the front of the Defender in place of the diesel engine. Kerb weight is 100kg more than a basic Defender 110 and ranges from 2055kg to 2162kg depending whether the body style is a pick-up, hard top or station wagon.

All the major components in the electric powertrain – including the battery, inverter and motor – are air-cooled rather than liquid cooled, saving a considerable amount of weight and complexity and adding robustness. Regenerative braking has been optimised to such an extent that using Hill Descent Control, the motor can generate 30kW of electricity. Because the battery technology can be charged very quickly at a rate of up to twice its capacity of 54kW without reducing battery life, almost all of the regenerated energy can be recovered and stored. Up to 80 percent of the kinetic energy in the vehicle can be recovered in this way, depending on conditions.

“This project is acting as a rolling laboratory for Land Rover to assess electric vehicles, even in the most arduous all-terrain conditions. It gives us a chance to evolve and test some of the technologies that may one day be introduced into future Land Rover models,” said Antony Harper, Jaguar Land Rover Head of Research.

Although there are no plans for the all-terrain Electric Defender to enter series production, the seven EVs will go into service in specialist applications later this year.

A world first for Land Rover with the 9-speed automatic transmission

ZF announced the 9HP a short while ago for transverse engine passenger vehicles but Land Rover have now officially announced that the ‘box will appear in the Evoque and probably the Freelander II soon after.

The overall lump is 6kg lighter than the current unit and only marginally longer but it gives a much lower first gear than the out-going 6-speed with a raised top gear for better cruising speeds.

As the Evoque and Freelander lack a low-ratio ‘box the lower gearing in the 9-speed will greatly help off-road driving and towing ability. Coupled to the Terrain Assist system Land Rover say that it will be just as capable as other vehicles with low range.

Another feature of the 9HP is an ‘adaptive shift system’ that ZF reckon will learn and monitor how you drive and adjust shifting and gear selection accordingly. It matches the driver’s mood within seconds, sharpening up during brisk driving then slipping seamlessly into a more economical regime just as quickly when taking a more relaxed approach.

Curve Mode, longitudinal acceleration and pedal position all control upshift prevention. Fast-Off mode measures the rate of throttle release, anticipates further requests by the driver for high power, then holds the gear if necessary. If the driver requests a downshift when the vehicle is travelling too fast, the transmission will remember the request and make the shift when the speed drops to an appropriate level.

www.Landrover.com

www.zf.com

This news item is courtesy of Land Rover World magazine.

With Land Rovers being one of the most stolen vehicles here in the UK we’re always on the look out for decent security products to help you keep hold of your cherished vehicle.  Whilst already offering steering column and pedal locks we’re very excited to announce that we are now also able to offer the SKYTAG GPS monitoring system.

Already well established within the Land Rover community the SKYTAG is an affordable tracking system for your vehicle that can be easily fitted and offers 24 hour 365 day monitoring.  The Police are also able to gain direct access to the SKYTAG system in order to recover your vehicle quickly.  SKYTAG quote the fast recover record as 11 minutes!

Here’s more information in detail:

The SKYTAG monitoring system is the only system to provide direct Police access to live, real time location data. This unique feature speeds up the recovery process and enables the Police to monitor the vehicle from a distance, reducing the chance of a high speed chase and damage to your vehicle.

11 Minute Fastest Recovery UK Record

• 24 hour 365 days a year UK monitoring service, low cost and contract free.
• Full Worldwide coverage
• IP65 Waterproof compact covert design.
• Optional ‘NightSafe’ “LeisureSafe” and ‘Geozone’ movement protection alerts.
• Direct Police access to SkyTag’s real time mapping system and the ability to report a theft at anytime. Dramatically increasing the chance of recovery.
• Skytag liaison with the nearest police command centre to your vehicle location, speeding up the location process.
• Monthly GPS tracker equipment test and operational heath check, reported to you via text or email.
• Simple installation reducing cost and increasing the GPS devices security.
• Fully transferable covert GPS tracking device that moves as you change vehicle.
• Once installed SkyTag send a certificate of operation to your insurance company.
• SkyTag can even tell you when your vehicle battery is getting low.

Paddock have negotiated the best possible price with SkyTag to enable as many Land Rover owners as possible to take advantage of this service.

SkyTag tracking systems are available now from Paddock Spares at £104.00 plus VAT including 3 months standard subscription.  This price is for supply only and does not include fitting.  Fitting typically takes between 30-60 minutes and is easily achieved by the end user.  The advantage of the unit being fitted by the end user is that ONLY YOU WILL KNOW WHERE THE UNIT IS HIDDEN!

PURCHASE HERE

Standard monthly subscription is then supplied by SkyTag themselves at £6.99 including VAT per month.

In Parts 3 & 4 of Trailerfitter’s Defender Project Buyers Guide we start find out what to look out for on the inside of a potential project as well as a less than satisfactory 300TDI engine conversion.

We also have a look underneath to see for any common faults.

The above videos were produced by Trailerfitters Toolbox.  For more videos check out the Trailerfitters Toolbox You Tube Channel.

DISCLAIMER: Whilst all efforts to provide professional, accurate and safe educational tutorials covering repair and maintenance of road vehicles are made.  The sponsors (Paddock Spares) and makers (Trailerfitters Toolbox) of this video are not liable for any injury or damage to persons or property as a direct result of watching this video.