This thread is for all the offroad lover in the EK.
put ur best offroad vehicle pics.special events and videos in this thread.
put ur best offroad vehicle pics.special events and videos in this thread.
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The history of the Defender series 1
It all started with the Series 1 Land Rover 80", although when it was introduced in 1948 it was just called "The Land Rover". The first Land Rover was smaller than all later models, but it was adaptable and durable, quickly becoming a familiar sight in the UK and overseas.
This capable vehicle was created as more of a 'stop-gap' to match Rover production requirements, rather than to meet a specific existing market. The Rover Company started off in the mid-1800s selling sewing machines and then 'Safety' Tricycles and Bicycles. By the 1930s, it had evolved into a car company but was hit badly by the Depression. In common with many British industrial companies during World War 2, its factories were turned over to the war effort and produced engines for tanks and aircraft. By 1945 and the end of World War 2, Rover found itself with two excellent factories and a highly skilled workforce. It was looking at restarting car production and produced ambitious plans to build 20,000 cars per year. A new model, the 'M'-type was dropped when it became clear that it would be unsuitable for export and that tooling costs would be excessive. Plans to produce 15,000 of the pre-war designs per year were quickly quashed by the Government which refused to allocate steel for more than 1,100 cars per year. This serious short-fall led Rover to realise that a stop-gap solution was required until sufficient steel was available. The stop-gap also had to have export potential. Just to make things difficult, Rover had never exported any vehicles before!
In the 1940s, Rover's Managing Director was Spencer Wilks, and his brother Maurice was the Chief Designer. Maurice Wilks owned a farm in Anglesey that also had a war surplus Willys Jeep. Although very beaten up, the Jeep proved to be a very useful vehicle for small jobs around the farm. Seriously in need of replacing, Maurice Wilks had a problem. Although further war surplus jeeps were available, they were in a similar condition. Spare parts could only be purchased in bulk, and new Jeeps were not being exported from the US to the UK. Besides, the British Chief Designer balked at the idea of buying a non-British vehicle, and commented that if the could not build a better vehicle he should not be in the business!
This was the beginning of a the project to build a Rover for the Land, ie. a Land Rover. The idea formed in early 1947, and early prototypes were running during summer 1947. At a Board Meeting in September 1947, this new vehicle was described as an 'all-purpose vehicle on the lines of the Willys-Overland post-war Jeep'. Although similar to the Jeep, it was designed to be more useful to the farmer. It had greater utility as a power source being able to drive things, have lots of bolt-on accessories, and "to have power take offs everywhere". Tooling was also minimised by using existing Rover parts where possible, and using body panels that could be made with simple folds. The existing P3 engine, gearbox, and back axle were used. Design and planning were rapid with a concept that did not exist before 1947 being exhibited to the public by April 1948. This was mainly because a workforce was waiting to be employed, and Rover desperately needed the export ability.
referance
http://www.winwaed.com/landy/history/series1.shtml
It all started with the Series 1 Land Rover 80", although when it was introduced in 1948 it was just called "The Land Rover". The first Land Rover was smaller than all later models, but it was adaptable and durable, quickly becoming a familiar sight in the UK and overseas.
This capable vehicle was created as more of a 'stop-gap' to match Rover production requirements, rather than to meet a specific existing market. The Rover Company started off in the mid-1800s selling sewing machines and then 'Safety' Tricycles and Bicycles. By the 1930s, it had evolved into a car company but was hit badly by the Depression. In common with many British industrial companies during World War 2, its factories were turned over to the war effort and produced engines for tanks and aircraft. By 1945 and the end of World War 2, Rover found itself with two excellent factories and a highly skilled workforce. It was looking at restarting car production and produced ambitious plans to build 20,000 cars per year. A new model, the 'M'-type was dropped when it became clear that it would be unsuitable for export and that tooling costs would be excessive. Plans to produce 15,000 of the pre-war designs per year were quickly quashed by the Government which refused to allocate steel for more than 1,100 cars per year. This serious short-fall led Rover to realise that a stop-gap solution was required until sufficient steel was available. The stop-gap also had to have export potential. Just to make things difficult, Rover had never exported any vehicles before!
In the 1940s, Rover's Managing Director was Spencer Wilks, and his brother Maurice was the Chief Designer. Maurice Wilks owned a farm in Anglesey that also had a war surplus Willys Jeep. Although very beaten up, the Jeep proved to be a very useful vehicle for small jobs around the farm. Seriously in need of replacing, Maurice Wilks had a problem. Although further war surplus jeeps were available, they were in a similar condition. Spare parts could only be purchased in bulk, and new Jeeps were not being exported from the US to the UK. Besides, the British Chief Designer balked at the idea of buying a non-British vehicle, and commented that if the could not build a better vehicle he should not be in the business!
This was the beginning of a the project to build a Rover for the Land, ie. a Land Rover. The idea formed in early 1947, and early prototypes were running during summer 1947. At a Board Meeting in September 1947, this new vehicle was described as an 'all-purpose vehicle on the lines of the Willys-Overland post-war Jeep'. Although similar to the Jeep, it was designed to be more useful to the farmer. It had greater utility as a power source being able to drive things, have lots of bolt-on accessories, and "to have power take offs everywhere". Tooling was also minimised by using existing Rover parts where possible, and using body panels that could be made with simple folds. The existing P3 engine, gearbox, and back axle were used. Design and planning were rapid with a concept that did not exist before 1947 being exhibited to the public by April 1948. This was mainly because a workforce was waiting to be employed, and Rover desperately needed the export ability.
referance
http://www.winwaed.com/landy/history/series1.shtml
Think how ur turbo engine works.......
The turbocharger is bolted to the exhaust manifold of the engine. The exhaust from the cylinders spins the turbine, which works like a gas turbine engine. The turbine is connected by a shaft to the compressor, which is located between the air filter and the intake manifold. The compressor pressurizes the air going into the pistons.
The exhaust from the cylinders passes through the turbine blades, causing the turbine to spin. The more exhaust that goes through the blades, the faster they spin.
On the other end of the shaft that the turbine is attached to, the compressor pumps air into the cylinders. The compressor is a type of centrifugal pump -- it draws air in at the center of its blades and flings it outward as it spins.
turbo compressor blades
Photo courtesy Garrett
Turbo compressor blades
In order to handle speeds of up to 150,000 rpm, the turbine shaft has to be supported very carefully. Most bearings would explode at speeds like this, so most turbochargers use a fluid bearing. This type of bearing supports the shaft on a thin layer of oil that is constantly pumped around the shaft. This serves two purposes: It cools the shaft and some of the other turbocharger parts, and it allows the shaft to spin without much friction.
There are many tradeoffs involved in designing a turbocharger for an engine. In the next section, we'll look at some of these compromises and see how they affect performance.
The turbocharger is bolted to the exhaust manifold of the engine. The exhaust from the cylinders spins the turbine, which works like a gas turbine engine. The turbine is connected by a shaft to the compressor, which is located between the air filter and the intake manifold. The compressor pressurizes the air going into the pistons.
The exhaust from the cylinders passes through the turbine blades, causing the turbine to spin. The more exhaust that goes through the blades, the faster they spin.
On the other end of the shaft that the turbine is attached to, the compressor pumps air into the cylinders. The compressor is a type of centrifugal pump -- it draws air in at the center of its blades and flings it outward as it spins.
turbo compressor blades
Photo courtesy Garrett
Turbo compressor blades
In order to handle speeds of up to 150,000 rpm, the turbine shaft has to be supported very carefully. Most bearings would explode at speeds like this, so most turbochargers use a fluid bearing. This type of bearing supports the shaft on a thin layer of oil that is constantly pumped around the shaft. This serves two purposes: It cools the shaft and some of the other turbocharger parts, and it allows the shaft to spin without much friction.
There are many tradeoffs involved in designing a turbocharger for an engine. In the next section, we'll look at some of these compromises and see how they affect performance.
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