Richard's TGB13 6x6 Command Cab

 
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Mechanical Information

Servicing Information                Disc brake conversion        Lead replacement (petrol)    Snorkel    Conversion to Unleaded/more power    Diesel conversion

Servicing Information

Possibly the most important bit to keep your truck running well

 

Disc Brake Conversion

Whilst this is not something I am planning due to the expense (£600 per axle) it has some very nice advantages that are worthy of discussion.

The conversion simply changes the hub or stub axle and reduction gear so that a Landrover vented disc and calliper can be used. Not only do you then get superior braking and self cleaning properties the hub plate uses the Landrover 5 stud pattern so you can use whatever wheel you like. Whilst this is of little interest to us Volvo owners (in fact it simply adds even more expense), for those fitting Volvo axles to Landrovers or Range Rovers it mean they can reuse their own wheels so saving a hunk of change.

Jez is the guy who makes the kit and I'll be getting photos and prices very soon, I hope.

 

Fuel Cat lead replacement

We are all aware that the Volvo engine needs leaded petrol and we mostly use replacement additive.  I've been using the fuel cat for several thousand miles and it has been brilliant. No need for measuring out additive and I'm getting [very] slight improvement in consumption but the engine has been generally happier than on the additive.

 

Snorkel

I been through deep water once and it cause merry hell with the truck.  The difflock lights still don't work, the air filter element got soaked and stalled the engine which wouldn't restart (no hydraulic lock thank goodness) and the electric fan threw a wobbly. So a snorkel is very high in the list.

I've bought 10m of 70mm reinforced flexible pipe which fits perfectly over the airfilter opening and some 68mm black downpipe and finally an old mushroom snorkel top.  Until I can find the ideal route I've replaced the rotten aluminium stuff with some nice plastic /rubber pipe.

 

Conversion to unleaded Petrol/LPG friendly cylinder head - MORE POWER  

Having done about 5,000 km on LPG I found that low down power was getting worse and worse with me having to ride the clutch to get the truck moving.  Over about 1500 rpm it was ok but it was seriously fluffy at low revs, off road it was not enjoyable.  The engine was rough and noisy when I realised it was suffering from  valve recession (the valve seat was being eaten away by the lack of  lubrication in the fuel) so I checked the valve clearances, setting inlet to 0.5mm and exhaust to 0.6mm and started the engine  .......... and it was lovely.  It ran smoothly and quietly and had all its creamy smooth low down torque again.  Unfortunately it did not last long with performance going off within 500km.  The answer? A refurbished head with hardened exhaust valve seats and guides, easily and cheaply done.

The cost of converting the head was about £250 for a full rebuild replacing anything that was worn or damaged with a similar amount to swap the head over on the engine (I used a spare head to get converted first). Included in the discussion was the opportunity to increase compression ratio (CR) by skimming the head.  My information was that the B30E engines has a head thickness of 87mm compared to the military B30A's 89mm and made 150bhp in stead of 125bhp.  I then discovered accidentally that the civilian C303 engines had a head 87mm thick and made 125bhp!  This confused me at first until I realised that the TGBs  had even lower compression heads and could only make about 110bhp so by skimming 2mm off the head I was almost guaranteed 125bhp and that 55mph cruising speed I desired.  This is being put to the test (1st Oct 2006) and I'll let you know how I get on.

 

Diesel Conversion

Possibly the most controversial one of all. Many issues and many opinions, however they can be boiled down to this list:

I intend to get some fact together about which engines can be fitted and how easily although I am unlikely to change to diesel.  I am intrigued about how it is done so I'm using a TGB20 engine in a frame made from a TGB20 chassis as a test bed for engine fitting starting with a Landrover 200TDi.  I'll keep you posted