I haven't used the Lynx in about a year and a half. It was working fine then but last night I couldn't get it to connect to either of my Range Rovers.

The new Range Rover has had the wiring loom to the OBD connector repaired but it appears to have been done to a good standard. Both connectors in the foot wells are showing evidence of corrosion though, so I expect that is the problem.

Now to list the good points and bad points.

Good.

1. Thehead liner has been replaced (except for the bit on the sun roof)
2. The blend motors have been done
3. The air springs were allegedly replaced two years ago (haven't looked yet)
4. LPG conversion appears to have been done to a high standard (the
   guy I bought it from does LPG conversions and did this one).
5. The engine holds temp.

The Bad

1. It's down on the bump stops and not communicating with my diagnostics!
2. It missing various screws around the dash trim, no doubt from when the blend motors were changed.
3. There's a whine from the drive train on acceleration - need to replace fluids and filters
4. There's some sort of drone around 2700rpm/70 mph.
5. While it's runs nice and quiet and has plenty of power, the engine's idling somewhat roughly - doesn't make any difference whether it's on petrol or LPG.
6. Brakes don't really feel up to scratch. Apparently pads and disks were all replaced -. I suspect a good bleed through would sort it.
7. Assorted little problems, non-functional cruise control, NSF window regulator, seat heaters, HEVAC and odometer displays.
8. The body is a little rough around the edges - not a surprise though as I expect Newcastle gets a bit more road grit than we do down south.

All in all, I think it's a good candidate for restoration. Nice spec, rare colour and generally appears to have been maintained. Most of the faults I expect may come down to it having had little use over the past few years.

Try and clean connectors in footwells, though be careful, I unplugged one before to end up with a hand full of wires, that was fun for sure.
Rough idling points to either a lead or plug,
Cruise is most probably the pipe as it goes through bulk head..

I'm going to clean the connectors tomorrow. My MOT guy was able to clear the fault codes and reset the EAS but didn't have time to get the MOT done today.

Fault codes were:

Pressure signal constantly high
Pressure signal constantly low

Looks like we have an indecisive one.

From the RSW website (producers of the free EASUnlock software)

Pressure Signal Constantly High
Investigate the Main Pressure Switch. Check the functionality. If Pressure switch is normal, then problem is most likely sourced with the EAS Driver Pack.

Pressure signal constantly Low
Investigate the Main Pressure Switch. Check the functionality. If Pressure switch is normal, then problem is most likely sourced with the EAS Driver Pack.

Sounds like iffy connections between the driver pack and valve block in the big multi-way connector (that you can only get to with the valve block out).

So - it went for an MOT on Wednesday which it failed on tyres and the windscreen washer - both of which I expected. After swapping the washer pump and tyres over from my old P38 a process which featured the usual maladies of swollen wheel nuts, over-tightened wheel nuts, and a rim solidly stuck on a hub, it's got a fresh ticket! Now to start sorting out the various niggles starting with the air suspension and the HEVAC and Message Centre back lights.