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1) Guðmundur Guðmundsson Toyota Landcruiser 80 44 tommur
2) Ísak Jón Benjamínsson Nissan Patrol Elegance 44 tommur
3) Gísli Ófeigsson Nissan Patrol 38 tommur
4) Stefán Hólm Jónsson G-Benz 38 tommur
5) Teitur Guðnason Pajero v6 3000 38 tommur
6) Lárus Rafn Halldórsson Toyota Landcruiser 70 38 tommur
7) Bjarki Clausen GMC Suburban 6.5 38 tommur
8) Páll Arnarsson Terrano II 38 tommur
9) Vilhjálmur Ingi Halldórss Toyota Landcruiser 80 44 tommur
10) Ragnar Friðrik Gunnlaugsson Toyota Landcruiser 90 38 tommur
11) Jón Ofsi Slóðríkur Snæland á magasleða
12) Magnús Sveinsson Isuzu grew cap 38 tommur
1) Guðmundur Guðmundsson Toyota Landcruiser 80 44 tommur
2) Ísak Jón Benjamínsson Nissan Patrol Elegance 44 tommur
3) Gísli Ófeigsson Nissan Patrol 38 tommur
4) Stefán Hólm Jónsson G-Benz 38 tommur
5) Teitur Guðnason Pajero v6 3000 38 tommur
6) Lárus Rafn Halldórsson Toyota Landcruiser 70 38 tommur
7) Bjarki Clausen GMC Suburban 6.5 38 tommur
8) Páll Arnarsson Terrano II 38 tommur
9) Vilhjálmur Ingi Halldórss Toyota Landcruiser 80 44 tommur
10) Ragnar Friðrik Gunnlaugsson Toyota Landcruiser 90 38 tommur
11) Jón Ofsi Slóðríkur Snæland á magasleða
Þetta er það sem ég kalla samstarfsflokkinn.
Jón þetta er í lagi með einu skilirði að við setjum bílinn á toppinn og hann verður í bandi, minna slit að dekkjum.
þinn vinur gundur.com
Jón hvort ert þú vinstri eða hægri grænn?
[img:1mmb1gir]http://www.f4x4.is/new/files/photo/default.aspx?file=files/photoalbums/3844/25542.jpg[/img:1mmb1gir]
Sæll Villi
Um að gera að Garðbæingar fjölmenni í þessa ferð og vonandi verður vélin klár. Sendum góðar kveðjur til DK.
[url=http://www.tryggviogkristin.vefalbum.is/main.php?g2_itemId=98:1pe1dsk5][b:1pe1dsk5]Myndir frá TNT úr síðustu dagsferð[/b:1pe1dsk5][/url:1pe1dsk5]
kv gundur.com
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Þetta stefni í Hjálparsveitarferð.
[url=http://www.gislio.com/thumbnails.php?album=20:wj4ayz6v][b:wj4ayz6v]Flottar myndir úr síðustu ferð frá GíslaÓ[/b:wj4ayz6v][/url:wj4ayz6v]
kv gundur.com
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Er ekki bara ágætt að menn skrái sig hér á
þráðinn nú eða sendi mér póst.
kv
gundur(hjá)isl.is
Sælir félagar
Núna er verið að undirbúa dagsferð á Vatnajökul um páskana. Ca. 6 apríl föstudaginn langa.
Föstudagur 6. apríl
06:00 Select Vesturlandsvegi
08:00 Hrauneyjar
10:00 Jökulheimar
11:00 Á Vatnajökli (pulsur grillaðar)
14:01 GrímsfjallDagskrá lok eftir veðri og vindum.
gundur s. 862-8511
kveðja fararstjórnAllir velkomnir sem hafa VHF og GPS tæki.
Dekkjastærð 38 tommur plús.Myndir úr síðustu ferð 6. maí 2006
Myndir úr fyrstu ferðinni 12. apríll 2006
Sæll Sindri
Best er að endurnýja hluti eins og kerti, þræði, hamar og lok.
Skipta úr bensínsíum við tank og jafnvel við vél.
Þetta færðu allt bil baka í betri vinnslu og minnið eyðslu.
Varðandi mælinn þá gæti barkinn verið farinn að gefa sig.kv gundur
Sælir félagar, einhver var að spyrja um hana þessa:
Engineering the new engine
The new engine would be called 1FZ-FE and it would a 4.5 liter inline 6 cylinder. The engine designation read as follows. (1) stood for the first
generation of this engine. As it would turn out, there never would be 2nd generation of this engine family as Toyota got it right the first time.
(FZ) stood for engine family. Although designated an „F“ engine, it shared no parts or design with the original F series engines. The next (F) stood
for it being a narrow angle, dual overhead cam design, and (E) stood for electronic fuel injection. It should be noted here that not all 1FZ motors
were fuel injected. Some overseas models were carburated and thus the (E) was dropped and they were called 1FZ-F motors.4.5 liters is huge for a 6 cylinder engine and the bore x stroke of the engine would actually be the similiar in size to a typical 400 cubic inch V-8. What
is amazing about the 1FZ is that Toyota was able to significantly increase the displacement of the 1FZ within roughly the same block dimensions of
the 3FE. However, make no mistake, the 1FZ shares no design features of the 3FE as they are completely two different motors.Head and Intake system
For the new motor, Toyota would go with a long proven and fairly conventional design, by then. A cross flow intake system, where exhaust was on
one side and the intake was on the other would be combined with a 4 valve per cylinder and double over head cam valve train design. Instead of
using a timing belt as on it’s earlier 6 cylinder designs, it went with a single heavy duty timing chain, to rotate the intake cam, which then rotates the
exhaust cam with scissor style gears and the two camshafts. The chain would ride on metal guilds with plastic lining. This design was fairly
efficient and helped makes lots of power, but more importantly, it was extremely reliable. No timing belts needed to be replaced and although only a
single timing chain, the chain rarely wore out. The valve train was a narrow design for compactness to keep the dimensions of the head as close
to the 3FE as possible, allowing it to fit in the same vehicles as the 3FE did. One major distinquishment between the 3FE and the 1FZ is the use of
aluminum instead of cast iron in the head design.The intake manifold was designed to use long 400mm runners and shaped so that each cylinder had an equal length runner. This significantly
improved the flat torque curve. The intake manifold is a two piece unit made of aluminum. The fuel injected version of this motor is by far the most
common and it uses a multi-port fuel sequential injection system. Fuel injection is controlled by a digital ECU unit that is located inside the vehicle.
Early models 1993-1994 were OBD-I compliant, which meant they used a less advanced, but somewhat simplier standard for the ECU. 1996 and
1997 models used the newer OBD-II standard, which basically includes more sensors, and on board diagnostics, making it easier for smog
stations to test the engine. 1995 models were a transition year and sort of combined OBD-1 with partial OBD-II compliance. It’s not clear how 1998
and later models were designed as OBD was a North American standard and the 1FZ ceased being imported in the U.S. in 1997.Ignition System
The ignition system of the 1FZ is fairly conventional. A gear driven distributor is located near the front of the head is run off of the timing gear. The
distributor is an electronic type with an external coil/igniter. On some later non U.S. spec models made sometime after 1998, Toyota introduced a
direct ignition type system, where each cylinder has it’s only coil pack and the distributor was eliminated from the system.The Block and Internals
The 1FZ would be equipped with two knock sensors in a system known as KCS (knock control system). They would be installed in the block side
wall above No. 2 and No. 5 cylinders. The KCS can accurately and quickly detect knocking and control the ignition timing to compensate as needed.The block of the 1FZ is conventionally made of iron and makes up a significant portion of the almost 600lb weight of the engine. However, it’s
unique in that it’s a short skirt block design to reduce weight and has a cast in rear transmission bell. The outer wall curves outward towards the
bottom to increase rigidity. As part of the short skirt design a two piece oil pan is used. The upper piece is made of thick die cast aluminum and
makes up for the short skirt block design while reducing weight. The lower sump half of the oil pan is made of rust resistant sheet steel. A sensor
is located in the oil sump that indicates oil level and once the level reaches a certain level a light turns on, on the instrument panel. Also cast into
the block is a built in oil cooler and a mount for the power steering pump, which is gear driven (not belt) off of the valve train system.The 1FZ uses a conventional lubrication system including an engine mounted sump, which holds a whopping 8 quarts of oil, and a gear driven oil
pump. A special oil jet system is used to keep the pistons cool. A feature usually reserved for turbo charged type engines. The oil filter is located
high on the block on the intake side and depending on vehicle model and engine accessories can be easy or difficult to reach.The pistons are Strutless type made of aluminum alloy and are connected to forged connecting rods, that have been double shot peened and then
connected to the crankshaft. The crankshaft uses 7 journal and 12 balance weights. Bore and stroke is 100 x 95mm. The stroke is equivalent to
the 3FE, but the bore is about 6% wider. The compression ratio of 9 to 1 is significantly higher than the 3FE’s 8 to 1, but still fairly low by modern
standards. This allows the 1FZ to easily run on low grade pump gas often found in 3rd world countries. It also helps to improve longevity of the
engine.Cooling System
The cooling system is fairly conventional. A radiator holds water/coolent, which is fed to the engine via bottom bypass thermostat. The water pump
and fan are run off of the same pully which is connected to the crankshaft pully via a double belt fail safe system. The fan is an 8 470mm blades
and uses a three stage temperature controlled fan clutch. Early models, 1993-1994 used a larger copper 3 core radiator. Later models,
1995-1997 and possibly later used a 2 core aluminum type radiator. The reason for the change is not clear, but the later design is often criticized as
been not as good as the earlier copper models, although both cooling systems work quite well.Final Notes
Instead of reinventing the wheel, Toyota engineers took the best of it’s past motors and incorporated them into the 1FZ to make it one of the most
reliable engines ever built. The 1FZ is often criticized as being a fuel guzzler. To some degree that’s true, but one must remember that the 1FZ is
the powerplant to vehicles that weight in excess of 3 tons. Also, the motor was designed to be reliable and have tremendous low end torque first
and foremost. Economy was on the list, but further down in day and age before fuel efficient was a major concern. What was a concern to Toyota
engineers was that this motor would see duty in countries where repair and service would be rare if ever and the vehicles they were power would be
required to carry and/or tow tremendous amounts of weight. So consideration was given to making the motor as durable as possible, while
dramatically improving extreme low and mid range torque.The 1FZ has few inherent mechanical issues, but there are some things to consider. Toyota and other manufactures had issues with headgasket
material in the 1980s to mid 1990s as asbestos was outlawed and could no longer be used in headgasket material. During this interim period,
manufactures had a difficult time finding a suitable replacement material and as a result, many Toyota engines, including the 1FZ can blow
headgaskets at higher mileage. Usually around 150,000 miles. The new headgasket designs are superior and should last the remaining life of
the engine.The 1FZ has a unique cooling hose issue, in which several small external cooling hoses can wear out after 100,000 miles and leak. This would not
normally be a big deal, except some of these hoses are hard to reach and time consuming to repair. It’s often recommended to replace these
hoses before they start to leak.As for longevity, the 1FZ typically lasts well over 300,000 miles when basic care is given to the motor. I’ve often read reports of engines being tore
down with 300,000 miles and no major wear to the bottom end. 200,000 and higher mileage vehicles are extremely common and most of these
have had no major repairs.Oil recommendations:
This has been a major source of controversy. For U.S. spec vehicles, Toyota recommend 5w-30 for most conditions and 10w-30 for extreme hot
conditions. However, this likely has less to do with what is best for engine longevity and more to do with fuel economy. The lighter oil just barely
improves fuel economy and the government mandates that manufactures recommend an oil that is fuel saving.However, in Australia where the weather is mild to hot and there is no such fuel economy requirement, Toyota recommends a 20w-50 type oil.
One has to assume the heavier weight oil is better for the engine, but more research and debate is needed.
Sæll Þrándur
Þetta er flott hjá þér.
[url=http://www.gundur.com/displayimage.php?album=45&pos=1":1j4tj6q2][b:1j4tj6q2]Varstu búin að skoða þetta?[/b:1j4tj6q2][/url:1j4tj6q2]
kv gundur
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Þurfum við ekki bara að sníða stakk eftir vexti.
Forgangsraða verkefnum.kv gundur
Sæll Kalli frændi
Mín er ánægjan
kv þinn frændi gundur
Sæll Lúddi minn
Þú svona reyndur fjallamaður átt að vita það að
menn fara nú ekki í svona orustur nema að
vera ný tæmdur.Nú skil ég vel hvað þú ferð með mikið af naríum.
kv. þinn alltaf gundur
Sæll Skúli fv. formaður vor
Þetta er vistað í henni Ameríku en sem striming.
Á vélinni hjá mér er þetta 132 MB.Láttu bara vaða og gefðu þér tíma Skúli minn, ekki
gera það á morgun sem þú getur gert í dag.kv. þinn vinur gundur
Takk fyrir þetta.
kv gundur
Sæll Gunnar Ingi
Við vorum um 6 tíma að ná þessum hvíta upp þannig að þú verður að þrauka smá en ég lofa þér því að seinni hlutinn er góður, td. fer Skuggi mikinn td. í Patrol laginu og endirinn er cool.
Þolinmæði þrautir vinnur allar.
kv gundur
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Núnar er videoið af Grímsfjalli 2007 þar sem
Pattarnir fóru niður um ís komið á netið.
Endirlega gefið komment hér á þráðinn.video 40 mín er hér: muna að hækka í græjunum.
http://www.gundur.comkv gundur
Sæll Mr. Grínland
Þetta manst þú, en ertu búin að gleyma því að Lúther gaf upp 58 lítra í sömu ferð á diesel Patrol.
góðar stundir ykkar gundur.com
Sæll Magnús
Svona er þetta fyrir breytinar, flækjur og fl.
.
[url=http://www.brian894x4.com/1FZFEspecifications.html:xsvnhqgt][b:xsvnhqgt]FZFE specifications[/b:xsvnhqgt][/url:xsvnhqgt]
.
kv gundur
