2002 TF 135 headlamp anomoly.

That sums it up Cobber perfectly..

I have always run old modified Toyota rallycars and have always ran in to the same question.."registration please"...always followed by my   "it's not on the data base " followed by   "I have to check"...followed by "it's not on the data base"..followed by.."I did try to tell you"..
An example :  since the beginning of time Toyota has always used the same spigot bearing in the end of the crankshaft. From a Starlet to a Land Cruiser to a Supra..it is the same bearing for all engines..the spigot diameter is 10mm. So if you have a 400bhp Supra or a 60bhp Corolla they all use that bearing. The Supra gearbox shaft is massive but the end is turned down to 10mm...it's only for alignment.
It saves money and space for stocking it.

It confuses them totally when you tell them it's hasn't got a rego number as it's a race car!

Back when I used to muck about with large Chryslers they had 3 different spigot sizes, the spigot bore in the crankshaft would vary according to application, if I remember correctly, the smallest size was for passenger cars with manual transmission the next lager size was for trucks with manual transmission and the largest size was for use with automatic transmissions, which of course made doing engine/transmission swaps a right pain in the arse! Something to be said for standardisation!
Mind you with the large Fords they had a partial stanardisation of flexplates there were 159 teeth on some and 164 teeth on the others  the ring gear was integrated to the flexplate but they would bolt on to the crankshaft with the same bolt  pattern, the bell housings had the same bolt pattern to the engine but some had more clearance to allow for the 164 tooth ring gear and a fuller shaped torque converter.
The were further differences between the balance weights on the flex plates between the inline 6 cyl and V8 versions, I don't know how many times some one would get it wrong and I'd either get presented with a car that was shaking like a dog shitting razor blades be cause a 6 cyl flex plate had been fitted to a V8 or vice-versa and how often someone couldn't figure out why the couldn't bolt up a 159 tooth trans to the engine  when they'd put in a 164 tooth flexplate, or why a starter wouldn't engage when a 159 tooth flexplate was used in a 164 tooth bell housing.
Then there was always the idiot that would brake the smaller bell housing trying to bolt it up over the larger torque converter!
The problem was the size differences weren't all that obvious to the untrained eye, and as they would all use the standard bolt patterns then it was inevitable that someone would get it wrong!
You could always tell when some weekend warrior decided to do it himself, without bothering to get good advice before they started!

It's unlikely any of this is very relevant to any one here but there is a moral to this tale, if you don't know... ask a trusted source, and don't rush into things without some proper research.
Otherwise you could well find yourself in more shit than a Werribee duck! (for those of you not familar with the suburbs of Melbourne,  Werribee, sometimes referred to as Poo Town is the location of a large sewerage treatment plant with many settlement ponds)
 

Many years ago we were due to take the caravan to Morton in Marsh for a Cotswold holiday.  I then had an emergency operation & couldn’t drive. Cath was learning to drive & so my parents took the van down & Cath drove on L plates from Lancashire to Morton. At Audlum the gearbox started to play up, by the time we were on our way home the learner driver had mastered the technique of driving with reverse, first & top. 
On our return & under my direction she dropped the dead box & attempted to fit a donated good box; it wouldn’t engage. By this time she was, in additionally to being oily, frustrated & very cross. 
We sat on the garage floor with an excellent
Muscat & as the elixir took hold I measured the spigots on the boxes, whilst Cath counted splines. 
You are all astute observers, therefore you will be able to joint the remaining dots. 
A week later my dearest wife sailed through her test & until her failing eyesight cocked things up she was the only lady driver where I was totally relaxed whilst sat in the passenger seat. 
That was the first gearbox we rebuild together. 
M

Surely the best sound comes from the exhaust tone.

D4KGP wrote:

Surely the best sound comes from the exhaust tone

Yeah! It does..so glad I got that cone filter fitted too....makes me unsociable at times..but the baarp is glorious!
 

Airportable wrote:

Many years ago we were due to take the caravan to Morton in Marsh for a Cotswold holiday.  I then had an emergency operation & couldn’t drive. Cath was learning to drive & so my parents took the van down & Cath drove on L plates from Lancashire to Morton. At Audlum the gearbox started to play up, by the time we were on our way home the learner driver had mastered the technique of driving with reverse, first & top. 
On our return & under my direction she dropped the dead box & attempted to fit a donated good box; it wouldn’t engage. By this time she was, in additionally to being oily, frustrated & very cross. 
We sat on the garage floor with an excellent
Muscat & as the elixir took hold I measured the spigots on the boxes, whilst Cath counted splines. 
You are all astute observers, therefore you will be able to joint the remaining dots. 
A week later my dearest wife sailed through her test & until her failing eyesight cocked things up she was the only lady driver where I was totally relaxed whilst sat in the passenger seat. 
That was the first gearbox we rebuild together. 
M

"On our return she dropped the dead box"

Wow! You Sir married the right lady!!

 

You Sir are absolutely right. The intervening fifty plus years have underwritten that; whether it be a tool or a component part, she has complete grasp of the items & applications. 
When asked to stand by she will remain on station until stood down. 
Happy us. 
M

Just to interrup this entertaining freeflow of consciousness for a second, this original problem could be due to tbe annoying fact tbat Nightbreakers have never been available in Hb3a., and someone has started a workaround.
Interestingly, they do produce nightbreakers in Hb3 variant. Same fitting but with a 90 degree angle of the electrical socket. Only in a puny 150%+ though. I have no idea if the hb3 will fit into the space available

That's where I am at David deciding to replace the HB3 with the 150% version or leave it be.
It is going to annoy me that the Osf is the wrong headlamp for the car even though it has two good H7 bulbs in there.
The Nsf original headlamp is much better quality and the holder and plug for the HB3 is a much better design.
I drove it in the dark to check it out and it works fine so for now it gets a reprieve..but at some point in time it will have another original headlamp unit!

Some weeks ago I fitted Night Breakers for the long beam (Hb3) and Osram leds for the dipped beam (H7), the idea being avoiding the hotter bulbs in the most common situation (dipped beam) 
I guess I will have to swap the leds to halogens once a year for the MoT, but that’s easy to do

Both work a treat 😊

Do the Leds work ok in these headlamps and I take it that it is a brighter wider light on dipped beam?

David Aiketgate wrote:

Just to interrup this entertaining freeflow of consciousness for a second, this original problem could be due to tbe annoying fact tbat Nightbreakers have never been available in Hb3a., and someone has started a workaround.
Interestingly, they do produce nightbreakers in Hb3 variant. Same fitting but with a 90 degree angle of the electrical socket. Only in a puny 150%+ though. I have no idea if the hb3 will fit into the space available

@Deepfat did this investigation and fitted HB3 bulbs successfuly into space without problems.