A good few bits and pieces have happened. In March, I was back home in Denmark and collected the orange LT.
With nearly 500000 km on the clock, it's not precisely a low miler, but the swedish department of forrestry has done their homework, when it comes to maintainence.
There was already a new cylinder head fitted.
Anyhow, I've so far done over 20000 km and a few issues have cropped up. Even though we did everything that needed to be done (like new timing belts, tensioners and waterpump) before I left Denmark, the oil pressure sensor failed on the way through Germany.
I managed to get to a friend in the Netherlands, topping oil up every 50 km and fixed that there.
On my next trip in June, the plastic t-piece, that sits in the coolant circuit coming from the header tank and to the engine with an overflow back into the header tank split lengthwise. Unfortunatly, I was in the middle of the UK, when this happened. As luck wanted it, a friend of mine was leaving Ireland 2 days after me to go on holidays and could bring the sparepart with him from my parts van.
I've done a good bit of work, mainly getting on top of rust issues, but also temporarily fitting out the back, using mdf for now, to get my head around my layout for the camper. It'll be done in some nice wood, when I have a precise idea about the final layout.
The exhaust system had been replaced with a stainless steel exhaust, as the old one broke. Also, the original exhaust was routed over the propshaft to the right. I've now routed it directly out to the left instead.
The drivers seat has been replaced with a fully electric sports seat in Alcantara from an E36 BMW M3.
Bigger tyres have been fit.
Before
Standard fitment: 7.50x16 All Terrains
After
9.00x16 (or 255/100/16) Mud Terrains
After my last UK trip, I had some issues with the Turbo and my oil light flashing for a while after starting the engine from cold, even though there was enough oil.
The verdict was, that my oil pump is shagged and the bearings in the turbo are gone.
The problem with that is, that my spareparts van has a non-turbo D24, so not even the oilpump is the same. (D24 oil pump has 2 gears, D24T oil pump has 4 gears.)
I managed to get my hands on a 1997 Volvo 940 with the D24TIC yesterday, which I'm going to take the necessary parts of and eventually the engine will be reconditioned and put back together, so I have a spare engine.
The Volvo has 182000 miles on the clock and it looks like the injector pump is clogged up, but there's a tight and resently refurbed turbo in there and everything else looks ok. Body wise, it's in real bad shape. Dented all over the place, interior mank, etc. So the best is to break that car.
To give you an idea of the differences of the Volvo and the LT engine, here some snaps
VW LT engine (type DV)
Volvo 940 D24TIC engine
The likes of alternator, powersteering pump etc. are bolted on in different places. The rocker cover is different in regards to where the oil cap is. The air-intake is routed differently.
But beyond that, there are no differences. So with one bust for one and one whole engine for the other things can be bolted for either vehicle.
/M