Engine capacity of bus on ebay item 310075278377

Pretty well no large car of that era stopped well from its maximum speed - except perhaps Rolls-Royce. Hence the eventual adoption of discs.

Power is simply the product of torque and RPM. Producing a reasonably flat torque curve is the important thing - not the actual power output.

As regards increasing torque with the gears - of course this is true. But without a reasonably flat torque output you'd need far more gears. Exactly what has happened with modern basic engines.

Oh, the 2.6 in the Landrover would pull a house up a hill, and it was lovely footling round town in 4th at 30mph, but the gearing on the diffs was so low that it used to be turning at 4000rpm to achieve

Alex

Yes, I must say I don't like the Perkins lump, I find it noisy, rough and agricultural. Particularly the 4.236, which i hear has a tendancy to damage the transmission as well, due to the torque output. Has your

Alex

Alex

Ah. Now we're talking about shape of the torque-speed curve, not just maximum value. But even then, torque is of no use whatsoever unless it has speed with it ... power again.

Ian

Ian

We were somewhere around Barstow, on the edge of the desert, when the drugs began to take hold. I remember Willy Eckerslyke saying something like:

It was a car engine - the Rover 75 and so on had them.

It's a lovely engine of its age internally - I mean, roller cam followers, ffs, who ever did that in the past fifty years? [1] If it was simply more effective in its use of fuel it'd be better all round, but I wouldn't be sure of crank life if the CR was raised by a decent amount, and of course it would lose its ability to run on any old crap petrol.

Heh heh. Luckily for me the DS wasn't in production by the time the A90 Atlantic ceased. About 3 years out.

True ... but still of the same era. Mind you, even today nothing brakes like a DS.

Ian

It took me forever to get used to that mushroom thing where the brake pedal should have been on my DS19.

The car was damned neat theft-proof, too. Because, yer casual oik had no idea that the starter was on a biased setting at the end of the gearshift. He'd never find it if he didn't know.

Mine had the old hydraulic fluid system, the one before LHM. I forget what it was called. I *do* remember how honking, freaking expensive the fluid was though, I'd lost a couple of litres from a slow leak that I'd spotted, but was too slow to getting around to fix. I forget how much the fluid cost, but I remember that it knocked a dent in my paycheck that week.

I'm confused. The 75 had a 6 cylinder IOE design - I know a version of this was used on some Land Rovers but the common petrol one was a four cylinder OHV? Used on the 60 and 80?

They certainly were miles ahead of their time. But in terms of sheer braking efficiency plenty modern cars are better. It's quite possible to get fade on a hard driven DS.

We were somewhere around Barstow, on the edge of the desert, when the drugs began to take hold. I remember "Dave Plowman (News)" saying something like:

I don't recall exactly - hence the 'and so on'. My old man had a 75 and and iirc the 90 was the six-potter.

I don't know about the 60 and 75, but the 80 was the only (other) P4 that had the 4 pot engine. All the others - 90 and upwards - had 6.

Jim

Once upon a time, three was enough.

My 1952 Mayflower had a 3-speed all synchromesh box, and while I drove it I never felt the need for any more than that. There was always one gear that was right for the conditions.

Jim

The P4 75 was the only P4 at release (Cyclops) and used the 6 cylinder IOE series from IIRC the P3. Roughly at the model redesign in '53 where the centre spot disappeared the much cheaper 4 cylinder 60 was added to broaden the market base. Using IIRC the same engine series as the Land Rover. The 80 didn't arrive until some 5 years later. I think it used a larger version of the same 4 cylinder engine.

Dunno why, but I rather like that aspect of it. This was only really intended for occasional use for towing so wouldn't matter, though I am currently having to use it every day as my Rover's developed valve seat trouble. It hasn't made me deaf yet. Pardon?

Yup, that would be tempting fate a bit.

I thought all 109s had Salisbury diffs. Or was that only Series 3 ones? Or just wrong? Mine has anyway, and I have a couple of spare axles that I'll hang onto for spares. A friend kept breaking halfshafts on his 2.25

We were somewhere around Barstow, on the edge of the desert, when the drugs began to take hold. I remember Jim Warren saying something like:

What are these gear things?

I recall seeing a V8 trike in which the bellhousing was directly coupled to the axle - the only neutral was by holding the clutch in.

Utter madness.

I did see another one with the same layout, but with a dogbox in the transmission line, enabling neutral to be selected.