Fuel Prices

[charlie2]

looks like an old rangey 8.13 motor ..... needs a late cross bolted vitesse, big valve, 9.75 lump, with flat top pistons installed, to get it to 10.5 and 200 donkeys, 'fore playing the silly cams game ...... but then it's gonna need a chassis to cope with it .. can get it to 230 ponies and still have a very drive-able motor, for not a lot, with a stage 2 cam.

someone has put a lot of time into getting that in there .... what box is in it Fred

I'd stick with the 3.5 block - bullet proof and can get a lot of donkeys out of 'em safely ...... the 3.9 was an over-bored 3.5 block and was / is a hand grenade with the pin out - bores split .... if you want to up the cubes - Buick crank and pistons to stroke it ...... the basic 3.5 block is a great start point, for all sorts

doesn't look to be enough room to go down the turbo route - the 8.13,s were ideal for it .... the Janspeeds were wickedly fast in the SD,s, but a much bigger engine bay to fit 'em into
can imagine that is an 'exciting drive' with the geometry on the arse of a spitty.
pretty little thing

The old 3.5s motors were 10.5/1 and maybe the earlier p5b v8s as well the 3.5s had better carbs I was told way better than strombergs. The oil pumps never seemed that good to me maybe the ones I had suffered from not having frequent oil changes though.

 

[V8Druid]

The old 3.5s motors were 10.5/1 and maybe the earlier p5b v8s as well the 3.5s had better carbs I was told way better than strombergs. The oil pumps never seemed that good to me maybe the ones I had suffered from not having frequent oil changes though.

yes, the P6,s had the flat top pistons, which gave the 10.5:1 CR .... bolted into the SD blocks and particularly the VDP EFi and Vitesse motors with the big valve heads, upped them to the 10.5 mark and allowed them to breathe to their potential.
the original cast 4 into 2 exhaust manifolds on the SD,s were considered as good as it got and were more than a match for all but the best equal length header, 4 into 1 systems, Janspeed being one .... having owned and driven vehicles with both on, the difference was barely detectable IMHDO
A well set up pair of SU,s took some beating ... the old Strombies and the later Zeniths, with the fuel enrichment device, in place of a choke, were utter crap in comparison .... aside from getting the main jet and float heights dead on, getting the lost motion linkage adjustment spot on was a fine art and made a hell of a difference to the way they balanced and thus performed. .... had it off to a fine art and set up many a badly performing off roader round here ... difference was night and day when right.
std. oil pressure on the V8 was only 28 PSI at 2000 rpm anyway, which had a lot of ppl panicking when it showed 10-15 at 800 rpm .... oil pumps were two pretty substantial cogs and the wear face plate was a service item at over 60k ... biggest issue was they would not self prime ... drop the sump and filter together and you'd have to pack the pump with vaseline to get them to pick up, or whip the dizzy out and make a pump drive for yer Black an' Decker and spin 'em up 'til they picked up - possibly .... easier to not drop the filter 'til you'd refilled the sump and covered the pick up tube .. and filling the filter before spinning it on also helped. Pump was external on the block so not a difficult proposition to pack if you had to though -- 5 bolts IIRC, to get the cover plate off it
upping the pump pressure usually blew the rear crank oil seal out and emptied the sump fairly speedily if driven with enthusiasm
Mr Rover's, ex Buick V8 was a lovely thing to work on and a very long living engine treated properly and will stand a fair bit of 'abuse'

 

[charlie2]

yes, the P6,s had the flat top pistons, which gave the 10.5:1 CR .... bolted into the SD blocks and particularly the VDP EFi and Vitesse motors with the big valve heads, upped them to the 10.5 mark and allowed them to breathe to their potential.
the original cast 4 into 2 exhaust manifolds on the SD,s were considered as good as it got and were more than a match for all but the best equal length header, 4 into 1 systems, Janspeed being one .... having owned and driven vehicles with both on, the difference was barely detectable IMHDO
A well set up pair of SU,s took some beating ... the old Strombies and the later Zeniths, with the fuel enrichment device, in place of a choke, were utter crap in comparison .... aside from getting the main jet and float heights dead on, getting the lost motion linkage adjustment spot on was a fine art and made a hell of a difference to the way they balanced and thus performed. .... had it off to a fine art and set up many a badly performing off roader round here ... difference was night and day when right.
std. oil pressure on the V8 was only 28 PSI at 2000 rpm anyway, which had a lot of ppl panicking when it showed 10-15 at 800 rpm .... oil pumps were two pretty substantial cogs and the wear face plate was a service item at over 60k ... biggest issue was they would not self prime ... drop the sump and filter together and you'd have to pack the pump with vaseline to get them to pick up, or whip the dizzy out and make a pump drive for yer Black an' Decker and spin 'em up 'til they picked up - possibly .... easier to not drop the filter 'til you'd refilled the sump and covered the pick up tube .. and filling the filter before spinning it on also helped. Pump was external on the block so not a difficult proposition to pack if you had to though -- 5 bolts IIRC, to get the cover plate off it
upping the pump pressure usually blew the rear crank oil seal out and emptied the sump fairly speedily if driven with enthusiasm
Mr Rover's, ex Buick V8 was a lovely thing to work on and a very long living engine treated properly and will stand a fair bit of 'abuse'

I used an mgb v8 oil pump cover plate that used a remote mounted filter it had all the relief valve and bypass section built in. Putting a v8 into a series Land Rover usually meant the front of the engine was much higher because of the standard oil filter stuck down so far. Mine was the same crank height as a standard 2.25 landie. I had a mechanical drum winch driven from modified bottom pulley. I also had to use one exhaust manifold from a v8 p5 to clear chassis rail. I also had either 3.7 or 3.9 diffs plus fairey overdrive the standard series 2a gearbox put up with all of that despite me giving it plenty of grief. Big drum brakes from a forward control Land Rover were well up to the job. I found that setting the contact breaker gap was critical to decent performance a dwell meter was the way to go for me. The oil pump was part of the timing cover from memory and it had an unusual timing chain abit like a chainsaw but way wider and no cutters or rakers. A very understressed motor and relatively easy to work on, I remember the Vaseline for packing the oil pump, I think the carbs I used were su hif easy to set up and sync I tried a few different needles in them but none were noticeable as being any better than standard, had to use good petrol to get best out of it it ran ok on unleaded but it was as flat as a nuns tit, five star got it on the run ok. I got used to changing out half shafts local scrappie used to save them for me only the rears used to break I think the uj on the fronts allowed enough give for them not to break, my mate used to machine a shallow vee on the inner of the outer spine on the rear shafts so they broke there not at the diff end it was normally the long half shaft that broke and I tried to have two of each with me only took ten minutes or so to change unless it was under water then self recovery with the winch was the choice. Had some good fun green laning and 4x4 trials. And whenever we saw any snow it was playtime.

 

[V8Druid]

I used an mgb v8 oil pump cover plate that used a remote mounted filter it had all the relief valve and bypass section built in. Putting a v8 into a series Land Rover usually meant the front of the engine was much higher because of the standard oil filter stuck down so far. Mine was the same crank height as a standard 2.25 landie. I had a mechanical drum winch driven from modified bottom pulley. I also had to use one exhaust manifold from a v8 p5 to clear chassis rail. I also had either 3.7 or 3.9 diffs plus fairey overdrive the standard series 2a gearbox put up with all of that despite me giving it plenty of grief. Big drum brakes from a forward control Land Rover were well up to the job. I found that setting the contact breaker gap was critical to decent performance a dwell meter was the way to go for me. The oil pump was part of the timing cover from memory and it had an unusual timing chain abit like a chainsaw but way wider and no cutters or rakers. A very understressed motor and relatively easy to work on, I remember the Vaseline for packing the oil pump, I think the carbs I used were su hif easy to set up and sync I tried a few different needles in them but none were noticeable as being any better than standard, had to use good petrol to get best out of it it ran ok on unleaded but it was as flat as a nuns tit, five star got it on the run ok. I got used to changing out half shafts local scrappie used to save them for me only the rears used to break I think the uj on the fronts allowed enough give for them not to break, my mate used to machine a shallow vee on the inner of the outer spine on the rear shafts so they broke there not at the diff end it was normally the long half shaft that broke and I tried to have two of each with me only took ten minutes or so to change unless it was under water then self recovery with the winch was the choice. Had some good fun green laning and 4x4 trials. And whenever we saw any snow it was playtime.

never got into the off roading scene personally .... too much mechanical sympathy

 

[Lancs Lad]

never got into the off roading scene personally .... too much mechanical sympathy

It's not for the faint hearted...

 

[GazCro]

never got into the off roading scene personally .... too much mechanical sympathy

Sometimes you have to be "cruel to be kind" get mad first time and let it have it to get up somewhere used to get us some rare old looks but was actually a lot better than the enthusiasts having multiple failed attempts.

 

[charlie2]

It's not for the faint hearted...

I never got into extreme off roading trialing and green laning was fun there was a couple of gravel pits we used and a few farms had steep deep valleys we played about in. I only got into it by passengering a guy in trials then had a go and was hooked for a fair while. I never went out to destroy my landrover you don't have to do too much to snap a half shaft I classed half shafts as sacrificial them going saved your diff or gearbox. It got serious when my mate added a unimog to his Vw engined haflinger so I gradually found other things to get me out the house. Mostly just spectating at classic scrambles or tractor pulling.

 

[V8Druid]

have 'contributed' to all sorts of builds .. mate of mine has been national safari champ a few times and several others are quite successful in local stuff/events ... used to attend quite a few, but they used to make me cringe giving those poor motors total death

 

[charlie2]

have 'contributed' to all sorts of builds .. mate of mine has been national safari champ a few times and several others are quite successful in local stuff/events ... used to attend quite a few, but they used to make me cringe giving those poor motor total death

Used To go to all wet and dirty club safaris and trials that's a different thing altogether than what we got up to what years did your mate win safari championship, they used to do an overnight safari at bovington tank training place just east of my home town a guy I have known for years won the awdc trials championship a fair few times in his haflinger. He knew his vehicle and it was amazing where that thing would get to. Some things you have to go balls out and just be brutal s**t or bust type of thing, the same really as anyone at the top end of their game total commitment I suppose that's when watching is the safer option.

 

[V8Druid]

Used To go to all wet and dirty club safaris and trials that's a different thing altogether than what we got up to what years did your mate win safari championship, they used to do an overnight safari at bovington tank training place just east of my home town a guy I have known for years won the awdc trials championship a fair few times in his haflinger. He knew his vehicle and it was amazing where that thing would get to. Some things you have to go balls out and just be brutal s**t or bust type of thing, the same really as anyone at the top end of their game total commitment I suppose that's when watching is the safer option.

Keith Lewis (chimpy) .... 's a while ago, but still does it .... good earners, him and his missus, both only kids and no kids themselves ... spent small fortunes on building all sorts of 'beasts' ... she's his co-pilot/nav. ... Keith just 'has it' ... and ... leaves his sense of self preservation in his tow barge

 

[Justme]

Second week of crazy Wex fuel card prices.

Last week £163.91
This week £161.38

Thats more than 10p more than the local Esso pump price.

 

[Lancs Lad]

Ukf 156.08

That's a surprise

 

[6feetdown]

Second week of crazy Wex fuel card prices.

Last week £163.91
This week £161.38

Thats more than 10p more than the local Esso pump price.

Me too.
Just paid 1.78 sainsbury's torquay

 

[craig]

Down a little next week,

UKF 154.88ppl
Fastfuel 155.46ppl
Applegreen 152.71ppl
Esso 154.78ppl
Shell 154.86ppl

Garages haven't gone up the same as cards over the last fortnight, but seemed to start the last few days, I wonder is it a delayed reaction, or will they start to drop again?

 

[hiluxman]

Down a little next week,

UKF 154.88ppl
Fastfuel 155.46ppl
Applegreen 152.71ppl
Esso 154.78ppl
Shell 154.86ppl

Garages haven't gone up the same as cards over the last fortnight, but seemed to start the last few days, I wonder is it a delayed reaction, or will they start to drop again?

Someone once said there's a 2 week delay from fuel card increase to forecourt increase, not sure if there's any truth in it tho

 

[Danny]

Week Commencing: 24/10/2022
KeyFuels Diesel Price:
157.06ppl - excluding VAT
188.47ppl - including VAT

 

[rossandson]

KeyFuels - 152.40
Applegreen - 152.31

UKF - waste of time!!

 

[Lancs Lad]

154.76 ukf

 

[Quattromike]

154.76 ukf

Same here

 

[craig]

Small fall for next week,
UKF 153.56ppl
FastFuel 154.14ppl
Applegreen 151.60ppl
Esso 153.45ppl
Shell 153.52ppl