CarBreakdownCovers.com

Women Driving: to Heel or not to Heel

admin — Mon, 06 Sep 2010 03:51:36 +0000

How many times has your wife, mother, or sister worried more about her heels while driving than the car’s parts, the GMC brake dust shield, for instance?

Well now it looks like someone has finally come up with a solution to their worries.

A new footwear design concept that aims to “make women safer and more comfortable behind the wheel, without compromising on their style” has been recently launched by Sheilas’ Wheels this week. Sheila’s Wheels, an insurance brand for women, has developed the ‘Sheila Driving Heel’ which gives women the best of both worlds – a safe, flat driving shoe and a glamorous pair of heels in one – all interchangeable at a push of a button.

According to new research from Sheilas’ Wheels, more than 11.5 million women drivers in the UK are putting themselves and other drivers at risk by wearing the wrong footwear when behind the wheel. Around a sixth (15%) of female motorists in Yorkshire admit that they have had a car accident or a ‘near-miss’ because of their shoes slipping off or getting stuck between, or under, the foot pedals while driving.

The report highlighted that 75% of women in Yorkshire called for better guidelines to advise them on the correct form of footwear to wear when driving. A lack of understanding is clearly evident as almost three fifths (58%) of female motorists in Yorkshire believed that sports trainers were the safest shoes to drive in – even though their thick soles and chunky design limit both movement between, and contact with, the pedals.

According to the company’s ‘Safe Shoes’ report a massive 78% of female drivers in Yorkshire wear inappropriate footwear when in control of a car – choosing style over safety. Two fifths (39%) of all female drivers in the area also confess to wearing flip-flops, while 19% claim that they have worn no shoes at all when driving, which experts say can be extremely hazardous and is currently illegal in some parts of the UK.

Apparently safety goes second to style to some of those surveyed as over a third (34%) of women drivers in Yorkshire said they chose what shoes to wear when getting ready in the morning based on what went best with their outfit rather than being the safest for driving in.

Only around one in six (14%) female drivers in Yorkshire keep a spare pair of ‘driving shoes’ in the car to change into, while 19% admit they can’t be bothered to change their shoes when behind the wheel even if they know they are not the safest for driving.

“It’s astonishing that so many women are putting themselves, their passengers and other drivers at risk by wearing the wrong shoe or no shoe at all whilst behind the wheel. Stilettos, sling-backs and strappy sandals aren’t the sensible choice when it comes to controlling a car,” Jacky Brown, spokesperson for Sheilas’ Wheels said, “Our Sheila Driving Heel design could provide safety-conscious female motorists with the ultimate driving shoe – allowing women to wear a safe flat shoe whilst driving, and a fashionable heel once they are out of the car.”

The Safe Shoes report also reveals that although two thirds of women (66%) wear heels when behind the wheel, they cited a number of disadvantages – all of which are eliminated by the ‘Sheila Driving Heel’ design:

- It damages or scuffs the back of the heel (52%) – with the ‘Sheila Driving Heel’ design, the heel tucks up into the shoe and out of harms way

- Heels can sometimes get caught under the pedal when driving (49%)

- the flat shoe option removes this potentially dangerous problem

- Wearing heels causes an uncomfortable driving position (43%) – the flat shoe option lessens pressure on the knee and lower back, improving comfort behind the wheel

- Heels don’t provide enough grip (31%) – the ‘Sheila Driving Heel’ shoe has a discrete yet effective tread on the sole, to aid grip on the pedals

- It wears out the driving mat (17%) – the ‘Sheila Driving Heel’ shoe has a curved back to aid pivoting of the ankle and remove the possibility of damage

About Sheilas’ Wheels

Sheilas’ Wheels was launched in October 2005 to offer women drivers cheaper car insurance and product enhancements including GBP300 handbag cover – for bags stolen from the car (comprehensive cover only) – competitive breakdown recovery rates, a dedicated counseling line run by trained professionals to help customers cope with driving issues such as road rage (comprehensive cover only), and a network of female-friendly repairers.

Iver Penn is a Mass Communications graduate who hails from Wyoming. She is at present an associate editor of a publishing company in Colorado.

what does this mean on a car lease contract=the following is an itemized breakdown of the remaining contractua?

admin — Mon, 06 Sep 2010 03:51:34 +0000

l charges due on a account?
can i get a refund back on my mileage off the lease contract < my lease was for 63,000 miles and i only have 55,480 miles for 5 years . please let me know,
thanks,
colon herrington

Breakdown Cover: Cover Against Breakdown of Your Car

admin — Mon, 06 Sep 2010 03:51:34 +0000

One of the troubles that every car owner dreads is that of the car breaking down in a deserted place with no place to go to. The situation can be very tense if this happens at night or if the owner does not know how to repair the car. The frustration of getting stuck in the middle of the journey can be really immense. And if one also has his family around then the trouble can be easily understood. It is here that breakdown cover comes into effect and ensures that people don’t suffer in such circumstances. Breakdown cover ensures that one get help in such a condition. One might get a help on the spot or might get the help from the nearest garage depending on the condition inserted in the contract. Then again one might also get the night stay along with the repair of their car.

The reason why such a service is advised for every car owner is because one never knows when one might need its services. However, before opting for such a service one is advised to do a thorough market research about all the companies which are offering such a service before settling for one. One must understand the terms conditions and offering of every company properly. Advent of Internet has further simplified the matter for people who can now check all the offers sitting at home and choose accordingly. It must be understood that getting right deal is important or else all the effort of opting for such a service go waste.

However, for breakdown cover to be successful it is imperative that a few points are taken care of before one signs on the dotted lines. One must ensure that the policy comes to life as soon as it is signed. Then it should also be seen that the offer is properly researched upon and that the one, one has laid his hand on is the best that he could hope for. It must be understood that the only way of cracking the best deal is to do a thorough research before zeroing in on any one.

Availing such a service like breakdown cover is extremely important and its need can arise at any moment. It is, therefore, well advised that people do a proper research before opting for such a service. If approached with bit of care it would go a long way in helping people at such a critical time when their car breaks down in the middle of a journey at a deserted place.

The author is an expert in car insurance, van insurance UK, breakdown cover UK, online insurance and has written a number of authoritative articles on this subject. His articles are widely read because of the clever tips and valuable advices he provides in them.

Land Rover Defender – Sheet Metal Parts Supplier – CNC Machining Parts Supplier

admin — Mon, 06 Sep 2010 02:32:46 +0000

Name and badge distinctions
The Defender name was not adopted until 1990 as a measure to distinguish the utility Land Rover model from the Discovery and Range Rover. Between 1983 and 1990 the coil-sprung utility Land Rovers were officially known as the Land Rover Ninety or One Ten, with the number spelled out in full in advertising and in handbooks and manuals. These vehicles also carried badges above the radiator grille which read Land Rover 90 or Land Rover 110, with the number rendered numerically. From late 1989, following the introduction of the Discovery, the front badge simply said 90 or 110. From 1991, when the Defender name was adopted the vehicles became the Defender 90 or the Defender 110. These carry front badges that say Defender, with a badge on the rear of the vehicle saying Defender 90 or Defender 110. The current model, from 2007, still has the space above the radiator for the badge, but is simply blank. These have Land Rover spelt out across the leading edge of the bonnet in raised individual letters. At the rear is a new Defender badge with a underlining ’swoosh’. On these current models there are no badges defining the wheelbase model of the vehicle.
The 127-inch (3,226 mm) wheelbase Land Rover 127 available from 1985 was always marketed with the name rendered numerically. Following the adoption of the Defender name, it became the Defender 130, although the wheelbase remained unchanged.
In the United States and Canada, North American Specification (NAS) Defenders sold between 1989 and 1997 said only ‘Land Rover’ with no ‘90′ or ‘110′ numeric designation. Capabilities
Main article: Land Rover Abilities
The Defender is an exceptionally capable vehicle, in keeping with Land Rover tradition. Hand assembly
Something of an anachronism in the 2000s, the Defender has no unibody structure and is still largely hand assembled. All its major body panels and sub-assemblies simply bolt together. Thus not only can a Defender be literally broken down to its chassis with simple hand tools there are no irreplaceable stress points. While appreciated in the field and by enthusiasts, this method of manufacture has become increasingly expensive relative to unibody and modular construction. Land Rover Ninety & One Ten
Ninety, One Ten & 127
Production
19831990
Body style(s)
3-door station wagon (Ninety)
5-door station wagon (One Ten)
2-door pickup (Ninety)
3-door van (Ninety).
Engine(s)
2.3 L 75 hp (56 kW) I4 petrol (19831985)
2.3 L 62 hp (46 kW) I4 diesel (1983)
2.5 L 68 hp (51 kW) I4 diesel (19841993)
2.5 L 83 hp (62 kW) I4 petrol (19851993)
2.5 L 85 hp (63 kW) I4 Turbodiesel (19861990)
3.5 L 113 hp (84 kW) V8 petrol (19831986)
3.5 L 134 hp (100 kW) V8 petrol (19861993)
Transmission(s)
LT95 4-speed manual (One Ten early V8 engines only)
LT77 5-speed manual
LT85 5-speed manual (Ninety and One Ten V8)
Wheelbase
92.9 in (2360 mm) (Ninety)
110 in (2794 mm) (One Ten)
127 in (3226 mm) (127)
Length
160.5 in (4077 mm) (Ninety)
181.1 in (4600 mm) (One Ten)
Width
70.5 in (1791 mm)
Height
80.2 in (2037 mm) (Ninety)
84 in (2134 mm) (One Ten)
Related
Land Rover Wolf
Santana PS-10
Production of the model now known as the Defender began in 1983 as the Land Rover One Ten, a simple name which reflected the 110 inch (2.794 m) length of the wheelbase. The Land Rover Ninety, with 93 inch (2.362 m) wheelbase, and Land Rover 127, with 127 inch (3.226 m) wheelbase, soon followed.
Outwardly, there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length bonnet, revised grille, plus the fitting of wheel arch extensions to cover wider-track axles are the most noticeable changes. While the engine and other body panels carried over from the Series III, mechanically the Ninety and One Ten showed significant modernisation, including:
Coil springs, offering a more comfortable ride and improved axle articulation
A permanent four-wheel drive system borrowed from the Range Rover, featuring a two-speed transfer gearbox with a lockable centre differential
A modernised interior
A taller one-piece windscreen
In addition, a new series of progressively more powerful and more modern engines were designed for future use.
The One Ten was launched in 1983, and the Ninety followed in 1984. From 1984, wind-up windows were fitted (Series models and very early One Tens had sliding panels), and a 2.5 litre, 68 hp (51 kW) diesel engine was introduced. This was based on the earlier 2.3 litre engine, but had a more modern fuel-injection system as well as increased capacity. A low compression version of the 3.5 litre V8 Range Rover engine was available in conjunction with a 5 speed transmission which transformed performance.
This period saw Land Rover market the utility Land Rover as a private recreational vehicle. Whilst the basic pick-up, Station Wagon and van versions were still working vehicles, the County Station Wagons were sold as multi-purpose family vehicles, featuring improved interior trim and more comfortable seats. This change was reflected in Land Rover starting what had long been common practice in the car industry – detail changes and improvements to the County model from year to year in order to attract new buyers and to encourage existing owners to trade in for a new vehicle. These changes included different exterior styling graphics and colour options, and a steady trickle of new “lifestyle” accessories that would have been unthinkable on a Land Rover a few years ago, such as radio/cassette players, styled wheel options, headlamp wash/wipe systems and new accessories such as surfboard carriers and bike racks. The switch from leaf spring to coil spring suspension was crucial to the new models’ success. It offered improved off-road ability and load capacity for traditional commercial users, whilst the improved handling and ride comfort now made the Land Rover attractive to the general public. The 127 and 130
From 1983 Land Rover introduced a third wheelbase to its utility line-up, a 127-inch (3,226 mm) twin-axle vehicle designed to accommodate larger, heavier loads than the One Ten. Naturally called the Land Rover 127, it was designed specifically with use by utility and electrical companies in mind, as well as military usage. In its standard form it is a five-door six-seater consisting of the front half of a One Ten Station Wagon, and the rear of a One Ten High-Capacity Pick Up (HCPU). The logic was that this allowed a workcrew and their equipment to be carried in one vehicle at the same time. The 127 could carry up to 1.4 tons payload, compared to the 1.03 tons payload of the One Ten and the 0.6 tons of the Ninety.
127s were built on a special production line, and all started life as One Ten Station Wagon chassis (the model was initially marketed as the One Ten Crew Cab, before the more logical 127 name was adopted). These were then cut in two and the 17 inches (432 mm) of extra chassis length welded on before the two original halves were reunited. 127s did not receive their own dedicated badging like the other two models, instead they used the same metal grille badges as used on the Series III 109 V8 models, that simply said Land-Rover.
Although the standard body-style was popular, the 127 was a popular basis for conversion to specialist uses, such as mobile workshops, ambulances, fire engines or even flatbed transports. In South Africa, the Land Rover assembly plant there offered a 127 Station Wagon with seating for 15. Land Rover also offered the 127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.
Initially held back by the low power of the Land Rover engines (other than the thirsty V8 petrol engine), the 127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest power engines, the 134 hp (100 kW) 3.5 litre V8 petrol, and the 85 hp (63 kW) 2.5 litre Diesel Turbo.
Defender 130 Engine development
The original One Ten of 1983 was available with the same engine line-up as the Series III vehicles it replaced, namely 2.25 litre petrol and diesel engines, and a 3.5 litre V8 petrol unit (although a small number of 3.2 litre V8 were produced). The intention had always been to provide more powerful engines as soon as the new vehicles had found their feet and the Series III had ceased production. Indeed, in 1981 the 2.25 litre engines had been upgraded from 3- to 5-crankshaft bearings in preparation for the planned increases in capacity and power.
The 2.5 litre version of the diesel engine, producing 68 hp (51 kW), was introduced in both the One Ten and the newly-arrived Ninety. This was a long-stroke version of the venerable 2.25 litre unit (the new version displaced 2495 cc), fitted with updated fuel injection equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing belt also replaced the older engine’s chain.
In 1985 the petrol units were upgraded. An enlarged 4-cylinder engine was introduced. This 83 hp (62 kW) engine shared the same block and cooling system (as well as other ancillary components) as the diesel unit. Unlike the diesel engine, this new 2.5 litre petrol engine retained the chain-driven camshaft of its 2.25 litre predecessor. At the same time, the 114 hp (85 kW) V8 was also made available in the Ninety- the first time a production short-wheelbase Land Rover had been given V8 power. The V8 on both models was now mated to an all-new 5-speed manual gearbox.
Diesel Turbo engine
1986 saw an important development. For many years Land Rovers had been criticised for their low-powered engines, which, despite the recent improvements, still lagged a long way behind much of the competition. Designed to be simple and durable, the engine had worked for decades, but the venerable engines began to feel old-fashioned and underpowered in an era of high horsepower motors. Drivers were less inclined to use the gearbox to compensate for the older motor’s relative lack of power. The “Diesel Turbo” engine was introduced to make up for this long-standing shortfall. The engine was essentially a lightly-turbocharged version of the existing 2.5 litre diesel, with several changes to suit the higher power output, including a re-designed crankshaft, teflon-coated pistons and nimonic steel exhaust valves to cope with the higher internal temperatures. Similarly, an 8-blade cooling fan was fitted, together with an oil cooler. The 2.5 diesel, 2.5 petrol and Diesel Turbo engines all shared the same block castings and other components such as valvegear and cooling system parts, allowing them to be built on the same production line. The Diesel Turbo produced 85 hp (63 kW), a 13% increase over the naturally-aspirated unit, and a 31.5% increase in torque to 150 lbft (203 Nm) at 1800 rpm. This finally provided a powerful yet economical powerplant for the vehicle. Externally, turbodiesel vehicles differed from other models only by having an air intake grille in the left-hand wing to supply cool air to the turbo. The engine was only intended to be a short term solution to compete with more advanced Japanese competitors, but was quickly adopted as the standard engine for UK and European markets.
Early turbodiesel engines gained a reputation for poor reliability, with major failures to the bottom-end and cracked pistons. A revised block and improved big end bearings were introduced in 1988, and a re-designed breather system in 1989. These largely solved the engine’s problems, but it remains (like many early turbodiesels) prone to failure if maintenance is neglected. Well-maintained engines are capable of long service lives in excess of 150,000 miles (240,000 km). Despite its early problems, the Diesel Turbo was a popular engine choice in its time, especially since it offered improved power, torque and economy over the 2.5 litre petrol engine. Contemporary road-testers compared the engine favourably to its Japanese competitors, despite the age of the basic design. Whilst not being able to match the performance of a V8-engined Land Rover, the Diesel Turbo provided adequate performance for most commercial and private buyers and was a key aspect in Land Rover’s sales revival (see below).
At the same time that the Diesel Turbo was introduced, the V8 engine was upgraded. Power was increased to 134 hp (100 kW), and SU carburettors replaced the Zenith models used on earlier V8s. Sales turnaround
The amphibious Ninety built in 1989 for the Cowes Week sponsorship events. The base vehicle is a standard Diesel Turbo Soft Top.
This was a period of change and success for the company. The new vehicles, with their more modern engines, transmissions and interiors reversed the huge decline in sales that took place in the 1980s (a 21% fall in a single year, 1980-1981). This growth was mainly in the domestic UK market and Europe; African, Australian and Middle-Eastern sales failed to recover significantly. The company itself adopted more modern practices, such as using marketing campaigns to attract new buyers who would not previously have been expected to buy a Land Rover. The operation was streamlined, with most of the satellite factories in the West Midlands that built parts for the Land Rover being closed and production brought into the Solihull factory, which was expanded.
To maximise sales in Europe, Land Rover set up the Special Vehicles division, which handled special low-number conversions and adaptations to the vehicles. The bulk of the division’s work was the construction of stretched-wheelbase mobile workshops and crew carriers for British and European utility companies, often including 6-wheel-drive conversions, but more unusual projects were undertaken, such as the construction of an amphibious Land Rover Ninety used by the company as part of its sponsorship of Cowes Week from 1987-90. The Special Projects division also handled specialised military contracts, such as the building of a fleet of 127-inch (3,226 mm) V8-powered Rapier missile launchers for the British Army. The Rapier system actually consisted of three Land Rovers: a 127 which carried the launching and aiming equipment, and two 110s which carried the crew and additional equipment. Defender
Land Rover Defender
Production
1990-present
Body style(s)
3-door station wagon (Ninety)
5-door station wagon (One-Ten)
2-door Single Cab pickup (Ninety)
4-door Double Cab pickup (One-Thirty)
2-door Hardtop (Ninety,One-Ten,One-Thirty)
Engine(s)
2.5 L 107 hp (80 kW) I4 turbo diesel (1990-1994)
2.5 L 111 hp (83 kW) I4 turbo diesel (1994-1998)
3.9L 182 hp (136 kW) V8 petrol
2.5 L 122 hp (91 kW) I5 turbo diesel
2.4 L 122 hp (91 kW) I4 turbo diesel
Transmission(s)
LT77 5 speed manual
R380 5 speed manual
ZF4-HP22 4 speed automatic
GFT MT-82 6-speed manual
Wheelbase
92.9 in (2360 mm) (1990s 90)
93 in (2362 mm) (2000s 90)
110 in (2794 mm) (110)
127 in (3226 mm) (130)
Length
144 in (3658 mm) (90 pickup)
153 in (3886 mm) (2000s 90)
172 in (4369 mm) (110 Pickup)
182.3 in (4630 mm) (2000s 110)
183 in (4648 mm) (110 Hardtop)
174.7 in (4437 mm)
157.1 in (3990 mm) (1997-2000s 90)
160.5 in (4077 mm) (1990-94 90)
181.1 in (4600 mm) (1990s 110) (130 Double Cab)
204 in (5182 mm) (130)
Width
70.5 in (1791 mm) (1990s)
70 in (1778 mm) (2000s 90)
Height
80 in (2032 mm) (2000s 90)
80.2 in (2037 mm) (1990s 90)
90.0 in (2286 mm) (110)
Related
Land Rover Wolf
Santana PS-10
Iveco Massif
The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover Ninety or One Ten. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name. The Discovery also had a new turbodiesel engine. This was also loosely based on the existing 2.5 litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, intercooling and direct injection. It retained the block, crankshaft, main bearings, cambelt system and other ancillaries as the Diesel Turbo. The breather system included an oil separator filter to remove oil from the air in the system, thus finally solving the Diesel Turbo’s main weakness of re-breathing its own sump oil. The 200Tdi as the new engine was called produced 111 hp (83 kW) and 195 lbft (264 Nm) of torque, which was nearly a 25% improvement on the engine it replaced (although as installed in the Defender the engine was de-tuned slightly from its original Discovery specification (111 horsepower) due to changes associated with the exhaust).
This engine finally allowed the Defender to cruise comfortably at high speeds, as well as tow heavy loads speedily on hills while still being economical. In theory it only replaced the older Diesel Turbo engine in the range, with the other 4-cylinder engines (and the V8 petrol engine) still being available. However, the Tdi’s combination of performance and economy meant that it took the vast majority of sales. Exceptions were the British Army and some commercial operators, who continued to buy vehicles with the 2.5 litre naturally-aspirated diesel engine (in the Army’s case, this was because the Tdi was unable to be fitted with a 24 volt generator). Small numbers of V8-engined Defenders were sold to users in countries with low fuel costs or who required as much power as possible (such as in Defenders used as fire engines or ambulances).
Along with the 200Tdi engine, the 127’s name was changed to the Land Rover Defender 130. The wheelbase remained the same; the new figure was simply a tidying up exercise. More importantly, 130s were no longer built from “cut-and-shut” 110s, but had dedicated chassis built from scratch.
1994 saw another development of the Tdi engine, the 300Tdi. Although the 200Tdi had been a big step forward, it had been essentially a reworking of the old turbocharged diesel to accept a direct injection system. In contrast the 300Tdi was virtualy new, despite the same capacity, and both the Defender and the Discovery had engines in the same state of tune, 111 bhp (83 kW), 195 ftlbf (264 Nm).
Throughout the 1990s the vehicle attempted to climb more and more upmarket, while remaining true to its working roots. If ordered without any optional extras, the Defender was a basic working tool. If the owner so wished, any number of options and accessories could transform it into a vehicle that was perfectly acceptable as an everyday method of transport, while still retaining excellent off-road abilities. This was epitomised by limited edition vehicles, such as the SV90 in 1992 with roll-over protection cage, alloy wheels and metallic paint and the 50th Anniversary 90 in 1998 equipped with automatic transmission, air conditioning and Range Rover 4.0 litre V8 engine.
A new variant was the Defender 110 Double Cab, featuring a Station Wagon style seating area, with an open pick up back. Although prototypes had been built in the Series days, it was not until the late 1990s that this popular and adaptable vehicle finally reached production. Td5 engine
In 1998 the Defender was fitted with an all-new 2.5 litre, five-cylinder in-line turbodiesel engine, badged the Td5. The Tdi could not meet upcoming Euro III emissions regulations so the Td5 replaced the Tdi as the only available power unit. The engine used electronic control systems and produced 11 hp (8 kW) more than the Tdi, with improved refinement. Traditionalists were critical of the electronic systems deployed throughout the vehicle, but concerns that these would fail when used in extreme conditions proved unfounded. 2007 model
From Spring 2007 a series of long-anticipated changes were made to the Defender, most of which were implemented to meet emissions and safety legislation. The biggest change was to the drivetrain. The Td5 engine was replaced by an engine from Ford’s DuraTorq line, built in their factory in Dagenham, making the Td5 the last Land Rover engine to be built in-house at Solihull. The engine chosen was from the ZSD family, being a version of the 2.4 litre four-cylinder unit also used in the highly successful Ford Transit. The engine’s lubrication and sealing system has been adapted for use in wet, dusty conditions and to maintain lubrication at extreme angles in off-road use. Re-tuning the engine means that the power level remains the same at 122 hp (91 kW), but with a lower power peak speed to provide better performance when towing and better acceleration. Torque output rose from 221 lbft (300 Nm) to 265 lbft (359 Nm) due to the fitting of a variable-geometry turbocharger. This also helps produce a much wider spread of torque than the Td5, from 1500 rpm to 2000 rpm. The engine is mated to a new 6-speed gearbox. 1st gear is lower than the previous gearbox for better low-speed control, whilst the higher 6th gear is intended to reduce noise and fuel consumption at high speeds.
2007 Defender
The other major changes were to the interior. The dashboard layout of the original One Ten from 1983 (which was in turn very similar to that used on the Series III from 1971) was replaced with a full-width fascia and different instrumentation. Instruments came from the Discovery 3, and some of the centre panels come from the Ford Transit. Some switchgear was carried over from the previous interior. A new heater/ventilation system vastly improved de-misting and heater performance.
Other interior changes were to the seating layout. Legislation from the European Union outlaws the inward-facing seats used in the rear of previous Land Rover Station Wagons. The 2007 Defender replaced the 4 inward-facing seats with two forward-facing seats. This makes the Defender 90 Station Wagon a four seater vehicle (reduced from six or seven), and the Defender 110 Station Wagon a seven seater (reduced from nine). Whilst this is a big reduction in capacity, it brings the Defender in line with its competitors which have generally used this layout for many years. A new bodystyle was introduced on the 110 Station Wagon chassis- the ‘Utility’. This was a 5-door Station Wagon body but with the rearmost seats removed and the rear side panels left without windows, producing a 5-seater vehicle with a secure, weatherproof load space.
The only external changes were detail changes. The bonnet was reshaped with a bulge to allow the new engine to fit in the engine bay whilst meeting pedestrian safety rules. The new dashboard and ventilation system necessitated the removal of the distinctive air vent flaps underneath the windscreen which had been a feature of all previous Land Rover utility models. Whilst the flaps have been deleted, the bulkhead pressing remains the same, so the outlines of where the flaps would be are still present.
Now, more than ever, there is a strong division in sales pitch between the Station Wagon versions and the commercially-intended Pick-Ups and Van-bodied versions. The “XS” Station Wagon was introduced in 2002 as a top-specification level and the “County” package could be applied to every model in the line-up. XS models come with many “luxury” features, such as heated windscreen, heated seats, air conditioning, ABS and leather seats. Popular with buyers in the UK and other developed countries, who either used the vehicle for on-road duties such as towing or people-moving, or simply as an interesting and fashionable alternative to an estate car.
At the other extreme, basic models were still popular with farmers, industrial and commercial users, as well as the emergency services. It finds willing buyers in over 140 countries. Land Rover still provides a staggering range of special conversions such as hydraulic platforms, fire engines, mobile workshops, ambulances and breakdown recovery trucks. The 130 remains available with the 6-seater HCPU bodystyle as standard. Export and foreign-built versions Defender in the USA
1993 NAS Defender 110
In 1993 Land Rover launched the Defender in the North American (i.e. the United States and Canada) market. Although the Range Rover had been sold there since 1987, this was the first time utility Land Rovers had been sold since 1974. To comply with the strict United States Department of Transportation regulations, ranging from crash safety to lighting, as well as the very different requirements of American buyers, the North American Specification (NAS) Defenders were extensively modified. The initial export batch was 525 Defender 110 County Station Wagons. 500 to the United States and 25 to Canada. They were fitted with the 3.9 litre V8 petrol engine and 5-speed manual transmission. All the vehicles were white (except two specifically painted black for Marcos J. Soto and Ralph Lauren). They sported full external roll-cages and larger side-indicator and tail-lights. All were equipped with the factory-fitted air conditioning system.
NAS Defender 90 soft-top
This initial batch sold quickly, and for the 1994 and 1995 model year Land Rover offered the Defender 90, fitted with a 3.9 litre V8 engine and a manual transmission which was clearly intended to compete with the Jeep Wrangler. Initially, the Defender 90 was only available as a soft-top, but later version was offered with a unique, removable, fibre-glass roof panel or regular Station Wagon hard-top.
In the final year of US production the engine was improved, designated 4.0 and mated to a 4 speed automatic transmission. In 1998 regulations changed to require the fitting of airbags for both front seat passengers in all vehicles, as well as side door impact requirements. The Defender could not be fitted with these without major modifications, which given the small numbers of NAS vehicles sold in relation to Land Rover’s global sales, were not economically viable. Land Rover retired its utility vehicles at the end of 1997 to focus on its more upmarket Discovery and Range Rover models, as well as the newly-launched Freelander. Defender in Australia
Whilst the Defender has been in use in the Australian military for many years, as a consumer product it has lagged far behind 4×4 work vehicle offerings from Toyota and Nissan in popularity. In 2003 Land Rover withdrew the Defender 90 from the Australian market due to unsupportable sales but continues to offer the Defender 110 and 130, which have seen a small sales increase in recent years. Mid 2009 Land Rover expanded the model range to include 110 and 130 Cab-Chassis, Panel Van and High Capacity Pick-up versions and late in the year announced they have chosen to re-introduce the 90 inch wheelbase wagon model for sale from early 2010. Defender licensees and clones
Defenders, derivatives and clones have been built by a number of manufacturers including Santana Motors in Spain (licence expired), Morattab in Iran (using parts and molds bought from Santana), Otokar in Turkey (in the 1980s under licence), and Karmann in Brazil (for three years in the 2000s under licence). Assembly also occurs in Pakistan, Malaysia and South Africa. Military Defenders
Defender 110 patrol vehicles ‘Wolf’
Land Rover Defender vehicles have been used extensively by many of the world’s military forces, including the US in some limited capacity, following experience with the vehicle during the first Gulf War, where US forces found the British Army’s vehicles to be more capable and better suited to operation in urban areas and for air-lifting than the Humvee. The British Army has used Land Rovers since the 1950s, as have many countries in the Commonwealth of Nations. The British Army replaced its Series III fleet with One Tens in 1985, with a smaller fleet of Nineties following in 1986. Both used the 2.5 litre naturally-aspirated diesel engine. These older vehicles are reaching the end of their service lives, with many being sold onto the civilian market from the late 1990s.
In 1994 Land Rover created the Defender XD (XD= eXtra Duty) to replace and complement these vehicles. Powered by 300Tdi engines, the XD has a much stronger chassis, with fibre webbing around the welded joints in the chassis and around stress points to massively increase load capacity. The XD was available both in Defender 90 and 110 forms and known to the British Army as Land Rover Wolfs. Usually 110-inch (2,794 mm) Soft or Hard Tops, they are used for patrol, communications and supply duties. 90XDs are less common, but are generally ordered as Soft Top or Hard Top vehicles for light liaison and communications. Short-wheelbase vehicles lack the load capacity needed by modern armies, and the increased power of heavy-lift helicopters has made the larger 110s easily air-transportable- a historic advantage of the smaller, lighter 90.
Land Rover always offered its “Core” military Defenders with the 300Tdi engine rather than the more powerful but more complicated Td5 engine offered in civilian vehicles. Before the 300Tdi engine was introduced, military Land Rovers were offered with 2.5 litre petrol and diesel engines, as well as the 3.5 litre V8 petrol. Although trials with the Td5 engine proved it to be reliable in battlefield conditions, it was decided that servicing and repairing its electronic control systems should they fail was too complicated and reliant on having diagnostic computers available. Land Rover were also unable to guarantee they could make the Td5 resistant to electro-magnetic interference. The Australian Army also tested the Td5 and found it to be reliable, but was concerned that the extra performance and speed that the engine gave would result in more accidents and vehicle damage on rough tracks when driven by inexperienced drivers, so opted for the older engine as well.
The British police have used Land Rovers (including the Defender) in their service for many years, they are supplied with the entire range from Land Rover itself.
Sussex Police Land Rover
In 2004 a fleet of 12 Long wheelbase 110 Td5 Land Rovers were produced for the central German Government, varying between 110 Vans, 110 Hi-capacity pick-ups and 110 Station wagons. The German Government did not renew the supply contract after 2006 instead turning to Mercedes for their logistics fleet.
Vehicles produced for the German Government order were produced in metallic grey with white roofs. The electrical installation on these vehicles was a special order and kept “luxury” fittings and fixtures to a bare minimum. Four FFR equipped vehicles were produced to facilitate the VHF radios in service at that time with the German Government and Police authorities. Following the change-over to the Mercedes contract, the German Central Government sold their Td5 fleet.
With 300Tdi production stopping in 2006, Land Rover is currently gearing up production of a military version of the 4-cylinder DuraTorq engine that is also used as a replacement for the Td5 in civilian vehicles.
The British Army’s Land Rovers have been the subject of criticism following recent operations in Iraq and Afghanistan. The majority of British Service Land Rovers carry no armour-plating and the composite armoured SNATCH Land Rover (originally designed to withstand small arms fire and hand-launched projectiles as experienced in Northern Ireland) is not immune to the larger roadside bomb and rocket attacks. Some have called for British troops to be equipped with Humvees, or other such vehicles. However, similar criticisms have been levelled at the American vehicle. Other proposals include the South African made RG-31 or similar larger and more heavily armoured trucks or armoured vehicles that provide greater protection.
There have been many rumours about a replacement vehicle type. This is most likely the larger, higher-capacity 4×4 or 6×6 Pinzgauer forward-control vehicle similar to the now disused Land Rover 101 Forward Control, given that the current Land Rover design is also reaching its weight limits due to the increasing amounts of communications and weapons gear used by modern patrol forces. Special editions
In recent years Land Rover has occasionally produced Special Editions of the Defender. These have usually been little more than a vehicle being fitted with certain option packs and equipment, although more bespoke Editions have been produced. Mostly they have been aimed at the more lucrative ‘lifestyle’ market than the Defender’s usual commercial and off-road markets.
50th Anniversary Defender
In 1992 the first Special Edition Land Rover Defender was produced. Called the 90SV (SV stood for ‘Special Vehicles’, as all the vehicles were produced by Land Rover’s Special Vehicle Operations department), they were painted turquoise and were fitted with a black canvas Soft Top with standard door tops. Alloy wheels were also fitted, together with rear disc brakes (at that time a first for a Land Rover). Despite the vehicle’s sporty looks, it used the standard 200Tdi turbodiesel engine. Only 90 were made for the UK market.
For Land Rover’s 50th anniversary in 1998 two special editions were built. The first was the Defender 50th which was essentially a NAS (North American Spec) Defender 90 Station Wagon. It was powered by a 190 hp (140 kW) 4.0 litre V8 petrol engine and was the first Land Rover outside North America to be fitted with an automatic transmission. Air conditioning made them very comfortable vehicles too. For the UK and Europe they were painted Atlantis Blue, a dark green/blue flip-flop colour and had a Safety Devices roll-over protection cage for the front seat occupants. In total 1071 50th Anniversary Defenders were built; 385 for the UK home market, the rest for Japan, Europe and Middle East.
The second 1998 Special Edition was the ‘Heritage’, intended to hark back to the early days of Land Rover in the 1940s. Available in 90 or 110 Station Wagon form, the Heritage was only available in the two original colours offered by the company – the dark Bronze Green or the light pastel Atlantic Green. A metal mesh-effect front grille, body-coloured alloy wheels and wing mirrors and silver-painted door and windscreen hinges were all employed to make the Heritage look similar to the original Series I of 1948. Inside special instruments were used, with black-on-beige displays. The powertrain was the standard Td5 diesel engine and 4-wheel-drive transmission.
Tomb Raider 90 Special Edition
Possibly the best known Special Edition was the Tomb Raider of 2000, built to commemorate Land Rover’s role in the first film of that franchise. The Tomb Raider was designed to look like an off-road expedition vehicle. Painted dark metallic grey with special badging and details, the Tomb Raiders came equipped with a roof rack, additional spot lights, winch, bull-bar and snorkel. They were available either as a 90 Station Wagon or a 110 Double Cab, with standard Td5 engines. The Defender actually used in the film (now on display at the Motor Heritage Centre, Gaydon) was actually a highly modified 110 High Capacity Pick Up with a specially fitted and tuned V8 petrol engine and a non-standard interior.
Following the first Land Rover G4 Challenge in 2003, G4-Edition Defenders became available. As well as the distinctive Tangiers Orange colour of the competition vehicles, yellow and black versions were also produced. Defender 90 and 110 Station Wagon versions were available, with front A-Bar, roll-cage, side-steps and front spotlights as standard, as well as G4 badging.
Since then, Land Rover have produced less extravagant Special Editions. The Defender Black was a 90 or 110 County Station Wagon with metallic black paint, roll cage and dark-tinted rear windows. The Defender Silver was a 110 County Station Wagon with silver metallic paint, front A-bar and spotlights, metal wing-protector plates and winch. The 1999 X-Tech was aimed at the commercial market, being a metallic silver 90 Hard Top fitted with County-style seats, alloy wheels and Alpine window lights. The second model year edition in 2003 was better equipped with wing protector plates and air conditioning.
There have also been various special editions of the Defender created by the company’s overseas operations for sale in their specific markets such as the ‘Sahara’ edition and ‘55th Anniversary’ Defender 90s sold in France- the former being a basic-spec Station Wagon painted in a sand-like tan colour and supplied with special decals and the latter being a Station Wagon fitted with numerous luxury options and special badges in the mould of the factory-built 50th editions. Sometimes individual Land Rover dealers have created limited editions of vehicles to suite their markets. A dealer in Scotland created the ‘Braemar’ edition of 25 vehicles to appeal to local agricultural and forestry buyers, being a 90 Hard Top supplied ready fitted with a winch, off-road tyres, spotlamps and worklamps, underbody protection and chequer plate.
2008 saw Land Rover’s 60th anniversary, for which a new series of special edition Defenders were produced. Branded the ‘SVX’, three models were built. All were painted black with ’satin’ effect body graphics on the vehicles sides and bonnet carrying the ‘60th’ logo used throughout 2008 at various special events and on anniversary merchandise. Bespoke 5-spoke alloy wheels were used and a new silver-coloured front grille design was used. This also incorporated a new design of headlamp with the sidelight lamp being integral with the main headlamp unit, allowing the space previously used for the separate sidelight to be used to fit a pair of high-intensity driving lamps. Inside the SVX models gained Recaro bucket seats in the front row, alloy gearlever knobs and a Garmin GPS navigation system. The drivetrain was the standard 2.4 litre diesel and 6-speed manual permanent 4-wheel-drive transmission. The SVX edition was available as a 110 Station Wagon (only available outside the UK), a 90 Station Wagon and a brand new design of 90 Soft Top- the first time a Soft Top model had been available through showrooms in the UK since 1992. SVX Soft Tops had only the two front seats- the rear load bay being used to accommodate the spare wheel and a lockable storage box. A new design of hood was used, sloping down towards the rear over a jointed folding frame, unlike the standard square-framed hood used on other Soft Top Land Rovers. Replacement
Replacing the Defender with a new model has been in the planning stages for many years. The design is over 25 years old in its current form and, in some ways, directly evolved and updated from the Land-Rover of 1948.
New methods of building the Defender have made the model profitable again (since the 1990s, the hand-built vehicle had been made at a loss), so its replacement has been less of a priority. Total replacement will be needed by 2010, when new regulations regarding crash safety for pedestrians will render the current design obsolete.
At present, the Defender does not reach the safety requirement for the USA, and only small batches of specially modified (and very expensive) vehicles have been sold there in the past. A replacement vehicle will almost certainly be designed to be legal in America.
A press report by Autocar stated that the replacement, being developed within Land Rover as Project Icon, will be launched in 2012. See also
Land Rover VIN codes on Wikibooks
Land Rover Llama
Toyota Land Cruiser 70 Series
Iveco Massif
Mercedes-Benz G-Class
Willys FAMAE Corvo
FMC XR311
Ranger Special Operations Vehicle (RSOV)
Scorpion Lrv Notes
^ a b M Pfanmuller & B Schmidt. Fifty Years of the Best 4×4xFar. autovision. ISBN 3-9805832-0-1.
^ a b c d e f g Eric Dymock. The Land Rover File. Dove. ISBN 0-9534142-8-0.
^ “Morattab and Otokar Landrovers”. Geocities.com. http://www.oocities.com/guide2landrover/ckd.html. Retrieved 2009-05-16.
^ Cropley, Steve (24 September 2009). “Project Icon – the new Defender”. Autocar (Haymarket Motoring Publications Ltd). http://www.autocar.co.uk/News/NewsArticle/AllCars/243591/. Retrieved 28 December 2009. References
NAS Land Rover Defender Specifications (NAS stands for North American Specifications)
http://www.lrfaq.org/
http://www.landroverline.com/Features/history_of_land_rover.asp
http://www.rover.org.nz/pages/landrov/history.htm
Land Rover -The Unbeatable 4×4 K&J Slavin and GN Mackie
The Land Rover File – Eric Dymock
Fifty Years of the Best 4×4 – Matthias Pfannmuller & Boris Schmidt
Land Rover 90.110.Defender Gold Portfolio 1983-1994
http://www.landrover.com.au/au/en/vehicles/defender/overview.htm External links
Land Rover Official website
Land Rover at the Open Directory Project
Land Rover clubs at the Open Directory Project
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Light-weight
Austin Champ Land Rover Land Rover 101 Forward Control “Air-portable” Land Rover Snatch Land Rover ATMP (Supacat) Jackal 4×4 Patrol Vehicle
Load carriers
Alvis Stalwart Bedford MK/MJ 4 ton Militant 10 ton
Transporters
“Mighty Antar” Scammell Commander
Recovery & engineering
Royal Marines Beach ARV FV180 CET FV106 Samson
UK Armoured Fighting Vehicles
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Range Rover Sport Categories: Land Rover vehicles | Armoured fighting vehicles of the United Kingdom | Off-road vehicles | All wheel drive vehicles | Vehicles introduced in 1983 | 1980s automobiles | 1990s automobiles | 2000s automobiles | Quantum of SolaceHidden categories: Articles needing additional references from February 2009 | All articles needing additional references | All articles with unsourced statements | Articles with unsourced statements from February 2009

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Breakdown Cover : Get Help Within No Time

admin — Sun, 05 Sep 2010 03:40:02 +0000

Insurance is something one must go for when he buys a car. It is a legal necessity and there is no way to escape it. So, every car owner buys an insurance package. And he does not regret that he needs to spend a good sum of money on something that odes not give him any benefit on regular basis. Rather he feels happy that if any untoward accident happens to his car then he can recover the loss through the insurance package.

Breakdown cover is a type of car insurance that many people take out to remain covered against any accident that renders their car unable to move and they are left stranded on the spot. A car can meet with various kinds of accidents as it moves on different types of roads and goes to end number of places. So, it is obvious that a single insurance package will not suffice. Specific insurance deal is necessary for specific coverage.

That is why many car owners look for customised insurance packages that can give them coverage against the things or occurrences they want. Many a time, it becomes a great problem to get the vehicle repaired when its engine stops working in the middle of a journey and there is no garage lying nearby. In such cases, insurance deals like breakdown cover proves to be of great help.

This type of insurance is package is mainly meant for the car owners who do not want to waste a single moment and get help on the spot. If any kind of accident occurs that leaves their vehicle unmovable and they are stranded on the spot, they can resume their journey immediately as a mechanic will rush to the spot and repair the engine. Thus, breakdown cover is a customised car insurance that ensure on the spot help.

The author is an expert in van insurance, car insurance, van insurance UK, breakdown cover and has written a number of authoritative articles on this subject. His articles are widely read because of the clever tips and valuable advices he provides in them.

How to Stay Safe If You Break Down

admin — Fri, 03 Sep 2010 03:37:24 +0000

If your car breaks down, you and your passengers could be open to a great number of dangers. Indeed, research shows that deaths and injuries on motorway hard shoulders leapt by almost 20% between 2005 and 2007.

You should consider how to keep everyone safe, and to help you, here are some essential tips to help you if you break down on any road:

Keep everyone safe. It’s a good idea to get your vehicle off the road, away from moving traffic. Ensure your passengers are safe – get them out of the car – and any animals you have with you are kept under control.

Warn other road users. Turn on your hazard warning lights, and put a warning triangle on the road at least 45 metres (150 feet) behind your broken-down vehicle, on the same side of the road – don’t use a warning device on a motorway carriageway, though, as you may be putting yourself in danger from fast-moving traffic.

If it’s dark or visibility is poor, keep your sidelights on, but don’t let anyone stand in front of them. Wear a fluorescent/reflective jacket or tabard, but again, don’t stand (or let anyone else stand) between your vehicle and approaching traffic.

Call for help. But don’t use a mobile near petrol fumes or spillage. Contact your breakdown recovery service or dial the emergency services on 999 (112 if you’re abroad). Ensure you give clear information about your location – road number, direction of travel (’east’ or ‘towards Salisbury’), landmarks and so on.

Help your roadside assistance provider when they ask for your vehicle type, registration number and number of persons with the vehicle, by being prepared with the information. You may also be asked if you have any idea of the cause of the breakdown.

Finally, when help arrives, don’t forget to ask for proof of identity.

Extra considerations if you break down on a motorway

Move to safety. If your vehicle is able, try to leave the motorway at the next exit or pull into a service area.

If you can’t leave the motorway. Turn on your indicators or hazard warning lights, and pull on to the hard shoulder. Stop as far to the left as possible, and turn your wheels to the left. Try to stop near an emergency telephone, if possible; it’ll save you an inconvenient and possibly dangerous walk.

Leave the vehicle by the left-hand doors so as not to expose you and your passengers to the danger of speeding traffic – you should leave animals in the vehicle, except in an emergency.

Once they are out of the vehicle, keep people away from the carriageway and children under control. Do not attempt even simple repairs, or to leave the bonnet open.

Get help. There are posts every 100 metres at the back of the hard shoulder. Follow the arrows on the post to the nearest emergency telephone – calls are free and are connected directly to the police. When you give your details to them, be sure to tell them if you feel vulnerable – for example, if you are woman travelling alone, or if you have young children with you.

When you return to your vehicle, wait behind the barrier on the motorway embankment.

When you’re ready to get on your way, always increase speed on the hard shoulder before rejoining the traffic in a safe gap.

will this car breakdown soon?

admin — Fri, 03 Sep 2010 03:37:21 +0000

Is a 2001 SAAB 9-5 with 140,000 miles on it a reliable car? Will it likely need work on it over the next 5 years???

Earls Breakdown (cover) by justin and carter

admin — Fri, 03 Sep 2010 03:37:20 +0000

befor our show at school we where practicing enjoy

Breakdown Cover : Coverage When you are Stranded

admin — Wed, 01 Sep 2010 04:29:39 +0000

You might be on a long journey and you have a deadline to meet. You are to reach there within a fixed time. So, keeping some extra time in your hand, you might start and pace towards your destination. Suddenly on the way, the engine of your car stops working and you are stranded on the spot. Under circumstances like this, you are sure to miss the deadline and face some inconveniences as well.

The time you would require to find out a garage and hire a mechanic to repair the engine may stretch too long for your appointment. But, of course, you will not face this inconvenience if you have breakdown cover taken against your car. This type of auto insurance will ensure that you get a mechanic then and there and the engine is repaired within no time. So, you can resume the journey easily and meet the deadline comfortably.

Like any other type of auto insurance, breakdown cover is sold by almost all the agencies that deal in auto insurance. It is cheaper than the other type of insurances that people buy to cover the whole of their vehicle. In the UK, it is must to purchase an insurance to cover a vehicle. It is a legal necessity and one cannot skip it. But buying breakdown cover is not a must. It is optional; one can go for it or avoid it.

However, the fact that breakdown cover is not a must does not mean that it is not as important as the other types of insurance deal are. Getting on the spot service is certainly something great. You cannot avoid accident and the consequence damage of the engine of your vehicle. But through breakdown cover, you can ensure that the loss you face is minimal. So, considering from all these angles, coverage of this sort make real sense.

The Beginners Guide To Fleet Insurance And Management

admin — Tue, 31 Aug 2010 03:49:33 +0000

Have you been thrown in the deep end to fleet management, or are you just finding it difficult to asssimilate the many changing facets of finding the optimum performance for your fleet insurance and fleet management.

You will more than likely be doing a juggling act of cost cutting with ongoing reviews of company car policies thrown in with environmental issues regarding your fleet. You need also to be on top of the health and safety implications as well as your cost efficiency while reviewing and tweaking your motor fleet insurance and management.

In 2009 some surveys have shown that 30% of companies are undergoing thorough reviews of their company car policies. The evidence is that many companies are trying to achieve the balance between the cost issues, environment and health and safety issues. As companies analyse there are increasing requirements to find cost effective motor fleet insurance policies and at times these need to be combined fleet insurance policies.

Firstly considering the health and safety issues, it is good to be aware that a fair number of employers have now come to the conclusion that their drivers would be safer and more protected in company vehicles.

Also many of them are finishing with the cash allowance schemes and evidence shows that a lot of organisations have been encouraged by new legislation to re-assess the risks involved when employees use their own cars. The overall conclusion has been the company cars carry less risks.

Regarding both costs and the environment, there is analysis regarding fuel usage and the choice of funding options. Hand in hand with this is that many fleets are putting a cap on CO2 emissions with a lot more in the process of starting to do so. There are incentives to encourage the adoption of hybrid cars with lower emissions.

Other companies are providing diesel only vehicles. In general as part of fleet management there is an increased commitment to monitoring CO2 emissions.

The good news is that as you are re-evaluating and aiming to go greener the insurance companies should not penalise you for this. The types of expectations to have from your motor fleet insurance policy are a choice of cover types or if you need it a combination of cover types.

-Third Party Only Cover
-Third Party, Fire & Theft Cover
-Comprehensive Cover

You may also wish to consider including:

-Windscreen Cover
-Third Party Damage Cover
-Some other aspects which a good fleet insurance provider may also recommend to you are:
-Detached Trailer Cover
-Hazardous Goods Insurance
-Medical Expenses Cover
-24 hour claims assistance
-Uninsured Loss Recovery
-Breakdown & Recovery Assistance
-Personal Effects Cover
-Replacement Vehicle Cover

For the moment the patterns to go greener with fleets are more notable throughout larger companies. However between legalities and genuine concern for our environment this is trickling down throughout companies of all sizes. Current statistics of 2009 state that if an organisation has over 10,000 staff these were the ones that had drafted their policy with the environment in mind whereas companies of 250 staff or less results show that only 40% of these are dealing with the green issues.

Even though it does cause extra work there are long term positive cost implications to be had as well as the environmental benefits.

Jackie de Burca is co-owner Creative Web Advertising, which is an International internet media consultancy, specialising in Pay Per Click, SEO and web consultingCreative Web Advertising work with UK, German, Austrian, Spanish, Portuguese, French clients currently doing Pay Per Click, SEO and web consulting. Her previous experience lies in traditional media, both in newspapers and video production. She is Irish living in Spain, and loves different cultures, travel and nature.