EAS Manual will be caused by either a loom plugged in the BeCM (usually using a bundle of blue wires and a power feed taken from one of the BeCM inputs) or a pair of jumpers at the plug for the EAS ECU.
It's fairly easy to test a valve block and driver pack and, at the same time, check for any internal leaks. There's two connectors involved, one from the rest of the car and one between the driver pack and valve block. With the driver pack connected to the valve block, you can test from the other connector. This will test both the driver pack and solenoids. Put 12V onto pins 12 and 13 (both with red wires) and ground on pins 10 and 11 (both with black wires). You can then apply 12V to pins 1, 2, 3, 4, 5, 6 and 8 one at a time and each one will cause one of the solenoids to open so you will hear it click. If you use a short length of air line into the 4 outlets that would feed the air springs and pressurise from there (I use one of the push on Schrader valves and a tyre pump), it should hold pressure until you operate the relevant solenoid. You can't check the inlet, exhaust and diaphragm valves this way unless you have a bit of 8mm air line and matching Schrader valve (which I haven't got).
As long as you make sure the electrical and pneumatic side of things is working before you remove the coil springs and fit the air springs, you won't turn the car into a 2 tonne doorstop. I recently un-converted a late model LWB Classic from coils back to air. Stripped and rebuilt the compressor, replaced the O rings in the valve block and tested it on the bench as above, replaced the leaking O rings that the owner of the car had managed to damage when putting it back together, fitted everything to the car and connected up the air lines. Using EASUnlock we could check that we were getting sensible readings from the height sensors by jacking the car up and seeing if the readings changed. We could then let the compressor run to build up pressure in the reservoir and again, with EASUnlock, open each corner valve in turn and check that air came out of the lines. We then fitted a Schrader valve in place of each air spring, pressurised the system and left it overnight. The following day we could check to see if the valves all had pressure behind them and, as they had, then and only then did we take the coil springs off and fit the air springs.
Peterborough, Cambs
- '93 Range Rover Classic 4.2 LSE, sold
- '97 Range Rover 4.0SE, in Oxford Blue with a sort of grey/blue leather interior sold as two is plenty.....
- '98 Ex-Greater Manchester Police motorway patrol car, Range Rover P38 4.0, in white with a not very recently cleaned cloth interior
- '96 4.6HSE Ascot because you never know when you might need a spare
- All running perfectly on LPG
- Proud to be a member of the YCHJCYA2PDTHFH club.