Håkon Y

Har 5 stk Dunlop Grandtek SJ4 245/70 R 16 107 Q uten pigger på mønsteret ser det ut som de ikke er kjørt i det hele tatt trengte flere felger og disse satt på PM eller telefon 22538911

http://www1.vg.no/bil-og-motor/artikkel.php?artid=524642

http://www.motorauthority.com/news/concept...gn-competition/ http://www.autoblog.nl/archive/2008/08/14/...ve-range-rovers

fant denne http://www.a-sp.org/database/custom/cprote...nProtection.pdf

Ville aldri hatt manuell i min Disco 2 Automat føles helt rett og gir fantastisk kontroll for eksempel ved rygging, parkering etc

http://www.jdpower.com/corporate/news/rele...aspx?ID=2008115

se denne tråden http://www.lrforum.com/forum/index.php?sho...c=16290&hl=

ja -. jeg har belgene dine fortsatt Disco 2 går som en kule fortsatt - ingen problemer her

http://landrover.haveyoursay.com/

godt beskrevet her på skaret sin utmerkede disco 2 side klikk vedlikehold i feltet til venstre http://www.disco2.tk/ eller http://home.online.no/~ksskaret/discovery/...1/forside_1.htm

mulig å se bilde av felgene ?? finner ikke om disse på nettet

Jeg har alltid trodd at ved å klippe løvetann mens den blomstrer så vil det ikke bli noe mer spredning av den. Altså at det er først når de har blitt hvite "frøhoder at frøene er ferdig utviklet. Men så traff jeg noen som hevdet at selv om de gule blomstene blir pulverisert i gressklipperen, så kan likevel frøene "overleve" og eventuelt "modnes" og danne nye planter. (hvis de ikke allerede er "modne" når de blomstrer da...) Dette er selvfølgelg bare et mulig problem hvis oppsamleren ikke brukes - noe jeg ikke gjør da jeg tror avklippet gress er god gjødsling for plenen. Noen som vet noe mer om dette? I mellomtiden plukker jeg de gule blomstene for hånd før jeg klipper plenen.

http://forbruker.no/bil/article2354180.ece

Dere må se kortfilmen Mater and the Ghostlight (2006) Flere andre morsome kortfilmer her, mange er vist som forfilmer til Pixar sine spillefilmer (Jeg har selvfølgelig alle sammen... ) finnes på denne DVD http://x6.no/omtaler.php?op=DVD&id=2012

Denne artikkelen er ganske lik den over, men altså ikke helt lik... Tata, Jaguar and Land Rover A used-car bargain? Mar 26th 2008 From Economist.com What Tata will do with two luxury-car brands DEPENDING on which way you look at it, in acquiring Jaguar and Land Rover from Ford for $2.3 billion, a deal finalised on Wednesday March 26th, Tata Motors has either got itself two of the most famous brands in the car business at a bargain-basement price—or a sea of troubles. Back home in India, there is both pride in Tata’s global ambition and a fair dose of scepticism. Tata Group, the parent of Tata Motors, may be India’s biggest industrial conglomerate but there are concerns that this time it may have bitten off more than it can chew. When the deal was first mooted, S. Ramnath of SSK Securities, a Mumbai stockbroker, feared that passion rather than logic was in the driving seat. Balaji Jayaraman of Morgan Stanley added that buying Jaguar and Land Rover (JLR) was clearly “value-destructive given the lack of synergies and the high-cost operations involved”. The reasons for such trepidation were plain enough. Land Rover has recently turned a corner (it made a profit of about $1.5 billion last year), but Jaguar cost Ford some $10 billion during its 18-year stewardship and its sales were in headlong decline, especially in America, its most important market. Industry analysts also struggled to see what value Tata could add that had eluded Ford, and what synergies there could be between a maker of trucks and basic cars (including the tiny new $2,500 Tata Nano) and two luxury marques. There is, however, another possibility: that Ratan Tata, Tata Group’s modest but surprisingly bold patriarch, has got himself an extraordinary deal. Lord Bhattacharyya, who is head of Warwick Manufacturing Group at the University of Warwick and who knows both JLR and Mr Tata well, is in no doubt. “How often do two such icons come up for sale at the same time? Land Rover is now sustainably profitable and you are about to see a renaissance of Jaguar,” he says. “But what you really have to look at is the timing.” Lord Bhattacharyya is confident that within a year or two Jaguar will also be profitable. What makes the timing so sweet for Tata is that after years of trying (“a litany of failure”, says Lord Bhattacharyya) Ford has finally turned round both businesses and is only selling them because the crisis in its North American operations requires management’s undivided attention—and every spare dollar. Tata was sufficiently convinced by the five-year plan drawn up by JLR that it committed itself to backing it without any major changes. It has also promised not to shift production from its three British factories. Lord Bhattacharyya says that Tata is impressed with the quality of JLR’s managers and is determined to give them the freedom and stability they lacked under Ford’s often erratic ownership. As far as Jaguar is concerned, the plan calls for a return to its premium traditions, eschewing volume models such as the unloved X-type. The first step will be a new XJ, Jaguar’s flagship saloon, due next year, which will ditch the current model’s frumpy retro styling for something insiders describe as even more radical than the XF. After that there is likely to be a coupé version of the XF and, most exciting of all, a successor to the E-type sports car of the 1960s. 100,000 cars a year is seen as a reasonable production target. Eric Wallbank of Ernst & Young, a consultancy, says that the XF has shown that a product-led recovery for Jaguar is on the cards. “When they get it right,” he says, “there is a lot of goodwill out there for them to tap into.” Land Rover, for its part, has provided a glimpse of its future with a concept car first shown at the Detroit motor show earlier this year. Small (by Land Rover’s standards), light and low-slung, the LRX, which should go into production in mid-2009, has been praised for having styling unlike any other Land Rover, while remaining in touch with the brand’s traditions. A key element of Tata’s deal is that as well as continuing to supply Jaguar with engines, stampings and other components, Ford will provide access to its hybrid and low-emission powertrain technology. Perhaps the biggest worry for JLR’s new owner is the prospect of tough new carbon-emission laws in Europe and California that will penalise makers of thirsty, high-performance vehicles. JLR is particularly vulnerable. Even Mercedes and BMW make small cars that will help offset their gas-guzzlers when the new rules, based on fleet-average emissions, come into force. Of course, if Tata could find a way to sell its Nano in Europe and California, that would be one synergy well worth having.

Tata, Jaguar and Land Rover Mar 27th 2008 From The Economist print edition What the Indian conglomerate will do with two luxury-car brands DEPENDING on which way you look at it, in acquiring Jaguar and Land Rover (JLR) from Ford for $2.3 billion, Tata Motors has either got itself two of the most famous brands in the car business at a bargain price—or a sea of troubles. In India there is both pride in Tata's global ambition and a fair dose of scepticism. Tata Group, the parent of Tata Motors, may be India's biggest industrial conglomerate, but there are concerns that it may have taken on more than it can manage. When the deal was first mooted, S. Ramnath of SSK Securities, a Mumbai stockbroker, feared that passion rather than logic was in the driving seat. Balaji Jayaraman of Morgan Stanley added that buying JLR was clearly “value-destructive given the lack of synergies and the high-cost operations involved.” The reasons for such trepidation were plain enough. Land Rover has recently turned a corner (it made a profit of about $1.5 billion last year), but Jaguar cost Ford some $10 billion during its 18-year stewardship and its sales were in decline. Analysts also struggled to see what synergies there could be between a maker of trucks and basic cars (including the new $2,500 Tata Nano) and two luxury marques. There is, however, another possibility: that Ratan Tata, Tata Group's modest but surprisingly bold patriarch, has got himself an extraordinary deal. Lord Bhattacharyya, an expert on manufacturing at Warwick University who knows both JLR and Mr Tata well, is in no doubt. “How often do two such icons come up for sale at the same time? Land Rover is now sustainably profitable and you are about to see a renaissance of Jaguar,” he says. Ford is selling JLR only because the crisis in its North American operations requires its undivided attention—and every spare dollar. Tata was sufficiently convinced by the five-year plan drawn up by JLR that it has promised to back it without any big changes. It has also pledged not to shift production from three British factories. Tata is impressed with the quality of JLR's managers and is determined to give them the freedom and stability they lacked under Ford's often erratic ownership. As far as Jaguar is concerned, the plan calls for a return to its premium traditions, eschewing volume models such as the unloved X-type. The first step will be a new XJ, Jaguar's flagship saloon, due next year. After that there is likely to be a coupé version of the XF and, most exciting of all, a successor to the E-type sports car of the 1960s. Eric Wallbank of Ernst & Young, a consultancy, says that the XF has shown the way forward for Jaguar. “When they get it right,” he says, “there is a lot of goodwill out there for them to tap into.” Land Rover, for its part, has provided a glimpse of its future with a concept car first shown at the Detroit motor show earlier this year. Small (by Land Rover's standards), light and low-slung, the LRX, which should go into production in mid-2009, has been praised for having styling unlike any other Land Rover, while remaining in touch with the brand's traditions. Perhaps the biggest worry for JLR's new owner is the prospect of new carbon-emission laws in Europe and California that will penalise makers of thirsty, high-performance vehicles. JLR is particularly vulnerable. Even Mercedes and BMW make small cars that will help offset their gas-guzzlers when the new rules, based on fleet-average emissions, come into force. As well as continuing to supply Jaguar with engines and other components, Ford will provide access to its hybrid and low-emission powertrain technology. But if Tata could find a way to sell its Nano in Europe and California, that would be one synergy well worth having.

http://www.ft.com/cms/s/0/1e56dfe6-fb31-11...0077b07658.html

http://www.dinside.no/php/art.php?id=515653

Plugget inn en mobiltelefon til lading i 12 V uttaket i bagasjerommet. Hadde behov for å lade flere telefoner samtidig. Dette forstyrret det elektriske anlegget eller antennen eller noe for radioen blir ubrukelig med bare skurring. Flere som har opplevd dette? Er det noe å gjøre med det?

http://forbruker.no/bil/article2306862.ece

Fra FT.com Tata pledge on Jaguar and Land Rover By Lionel Barber and John Reed in Geneva Published: March 4 2008 22:41 Tata, whose automotive division is negotiating to buy Jaguar and Land Rover from Ford Motor, has no plans to “Indianise” the UK carmakers, its chairman said. In an interview, Ratan Tata gave some of his clearest indications yet that his group will retain the brands’ British character and leave their management largely intact after buying them from Ford later this year. “We expect management to integrate with ours,” Mr Tata told the Financial Times. “We expect the integration to be easy, and [we] would not get involved with Indianising the company.” Mr Tata, who was in Geneva for the European debut of Tata’s low-cost car, the Nano, would not comment on the specifics of talks with Ford or Tata’s plans for Jaguar and Land Rover, saying this would be “inappropriate”. However, he referred to Tata’s “philosophy” in dealing with past acquisitions it had made, including of Britain’s Corus and Tetley Tea, and Daewoo’s former heavy trucks division in South Korea. At Tetley, he said, Tata had left existing management largely in place, as it had done at the steelmaker Corus. Tata had also managed labour problems at Daewoo “faster than General Motors did” when it bought the Korean group’s carmaking division. “We are not looking for a company in which we make a drastic change,” Mr Tata said. “The chances are that we would leave the management more on its own to be more responsible for budgets and oversight than micromanaging the day-to-day business of the company,” he added. The Indian group was also prepared to “add value in the supply chain, but where we can really add value is in co-operating on engineering and development, which are considerably cheaper than in the west”, Mr Tata said. Tata might also help build the brands’ business in Asia. “I think we understand Asia better, so we can add value there,” he pointed out. Tata’s pledge to leave intact much of the management of the two brands – which share accounts and some other functions – was crucial in obtaining the endorsement of Jaguar and Land Rover’s trade unions. Ford foresees “no major roadblocks” to the deal, but “there are still some things we need to discuss”, the US carmaker said. Ford said it still expected the deal to be completed “in early 2008”. The purchase will fetch about $2bn for Ford and mark the highest-profile takeover yet of an established European carmaker by an emerging Asian manufacturer. Tata, Ford and their advisers are working through the details of numerous agreements, including deals on future engine supply, intellectual property, and Jaguar and Land Rover’s pension fund. Copyright The Financial Times Limited 2008

En liten slitasje gjorde at EU-kontrollen på Bilia ga meg ikke bestått her. Kanskje noen har et til overs som kan brukes??

http://forbruker.no/digital/nyheter/tv/article2196932.ece http://forbruker.no/digital/article2184086.ece

Høres underlig ut at det skulle ha noe å si at du holder fjernkontrollen nærme den problematiske døren. Er det flere "basestasjoner" - eller hva det heter - for fjernkontrollen? Hadde en oppfatning om at det bare var en slik for hele bilen i sammenheng med ECU. Aner ikke hvor den eventelt er plassert da ___________ Klarte å dra opp døren nå ved å ta ekstra hardt i - har sprøytet inn silicon innenfor håndtaket på utsiden og inn i mekanismen på siden av døren og det virker som det hjalp litt. Det virker som om mekanismen ganske enkelt behøver en solid smøring. Spørsmålet da blir jo om jeg må åpne døren for å få smørt...

knappen går opp og ned som på de andre dørene men ingenting skjer når jeg drar i håndtakene - både indre og ytre håndtak noen tips??