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Works on my '95. I lock it at standard locally but I have gen 3 which are softer at that height. Need it on the roads around here.

Tornado are OK. I suspect power and economy are mutually exclusive though.

The wife went on that Meerkat one in the end and it came down just under £300. Still a big increase but a third less than the renewal.

Splash and Go?

To be fair my Jag has also gone up, from £190 to £220. That's near enough 10%! Now that's a petrol so possibly more chance of catching fire than the diesel but still less, I suspect, than an EV.

Mind you, I've seen the devastation from that EV Range Rover at the car-park at Luton Airport first-hand and f*ck me. What a mess. It is still full of rusty husks now. Floors collapsed. It must be costing millions to fix. But come on, a 30 year old diesel? Hardly the same risk, is it?

The missus just got her insurance quote for the P38A, up from two hundred odd quid to just shy of a grand. For a diesel! FFS. What are they on?

That rings a bell. The GEMS is much more closely tied in to the BECM. I have a vague memory it wouldn't engage but Marty realised the diesel and Thor are different and tied a wire in somewhere or grounded it and it all started working.

Nah, about right for a v8! Rear crank seal; front crank seal; front cover gasket; valley gasket; sump gasket; sump drain plug washer; oil cooler pipe unions; oil cooler; rocker gaskets. Use Sh!tpart and you can have endless fun replacing them every year or so.

No, I didn't. That's just another part of the overall system but it cannot affect the max output from the alternator. It will of course affect how much is drawn down from that max. What you're suggesting is that if you put a bigger load on an alternator it will always mysteriously come up with...

The power cones from the number of coils - that's roughly what is causing R[esistance] in your formula, albeit with a bit of feedback so it varies on demand. Volts times amps is watts (power). If one goes up the other goes down but the power remains the same. The only way to change the power is...

There's something different in the way GEMS ties into the HEVAC. Thor and diesel are different. I cannot recall now what it is because I have had too much beer but it'll come back to me. And yes, early models were driven direct rather than by a relay. I seem to rrcall the first time it cropped...

While we're on it I tried some later versions of his software for the the v8 L322 on a diesel model and most of the modules on that also worked.

That's the part that is different. As far as I am aware the rest is the same but I may be wrong. Marty knows a lot more about HEVAC as he's had a lot more apart.

The P38A is modular so each computer works separately. Most systems are the same across diesel and petrol with the exception of the EMS and the HEVAC on the GEMS and even then I think the way the HEVAC communicates with diagnostics is the same.

Hawkeye and then that Britpart thing whose name escapes me. Might be Lynx? Edit: forgot the Storey Wilson paid for software. Tgat probably does it.

Unfortunately Turner's rebuilds have been the subject of comment for some years now. V8 Developments seem to be the preferred choice at the moment, albeit they have something of a waiting list issue.

Injector screws into the ally head. I've got a feeling RAVE says 60 nm in one place and 70 nm in another. Pretty sure I went 60 nm on mine and they've been fine. I didn't even anneal mine, just torqued them up on the new head.

Yep. Early v8s had a smaller alternator too, I think.

The max power is set by the number of turns on the coils. Only rewinding the alternator will change that. Volts go up, amps go down.