Managed another 100 or so miles today with a reasonable amount of motorways and fast road. Gearbox adaptives seem to have gotten their act together but the beast is still reluctant to deliver power above about 4,000 rpm and no proper lockdown surge above 3,000 (ish). I did manage to get him delivering power past 4,500 a time or two tho'.
Feels a lot like he's not getting full throttle. Did the obvious check and verified full movement on the actuator. Adjusted up the cable as far as it would go but there is still 1/8" gap between the cable sector and the actuator proper. Never touched cable since I bought the car so adjustment probably isn't the issue. New cable in stock.
Only fault Nanocom picked up when we got home is :
PD172 = Mixture adaptation Failure FRA
Bank 1 Drive Cycle 3
Occurred 4 times, signal too high, intermittent and not present
All the values look sensible at idle.
I'm thinking Throttle Position Sensor issues rather than MAF. Is there a way of cleaning the innards?
Chucked a bottle of injector cleaner in on the off chance. Can't hurt. Hopefully I can fit in bit more running tomorrow.
Spending £17,000 on an Audi A6 Allroad for the official unofficial kid sister ought to be worth a few brownie points! Which I desperately need as she is here for month whilst her bathroom is rebuilt!
Clive
After the best part of 150 miles today at "normal for Sussex" speeds the beast is running much nicer. Changes all come when they should and throttle response is decent. No booting today though. Not with Teddy the Malinois riding in the back. Pissing off a retired Police dog seems less than wise.
Hadn't realised how much things had dropped off over a summer of (mostly) shopping runs of 4 miles each way (ish). Decent bit of motorway run due on Saturday so we will see how he reacts to that.
For now I'm going with the adaptive systems getting out of kilter.
Clive
Made time for half an hours worth of Italian Tune-up which seems to have bought things back more or less under control.
Slightly scary as Crowborough is not only at No 1 on the list of roads to do for the "Driving with Eyes Wide Shut Club" but also the newly formed "20 is Plenty Everywhere Fraternity" with the executive committees clearly having a joint run this afternoon to confirm things. Not ideal environment for booting a P38.
The beast was very unhappy about kicking down the first couple of tries but after the fourth time of asking it swept happily up to 5,000 before changing. Ordinary booting had a few stumbles initially around the 4,000 rpm ish but it would push through. After half a dozen tries it seems pretty much back to what it was. Still seems to be a bit iffy on letting go of lock up and not as spritely above 70 as I think it used to be.
All in all it seems that the adaptive set-up in the gear change control had gotten its knickers firmly twisted and gone into Great-Grandad mode.
Clive
Fluid levels OK, drip then intermittent stream.
I'll check the kick down thing next time I go out, probably tomorrow.
Thanks.
Clive
Aragon
Petrol V8 4.0 year 2000 so Motronic nor GEMs.
No fault codes showing on Nanocom.
Revs just fine in neutral. Far as I can recall it has in the past happily spun past 5,000 revs before changing up but I just don't drive like that. Down here aggressive driving just gets you to the next queue a bit quicker.
Wondering if it's a kick down issue. Does the car need to be in the kick down range to go past normal change points?
Going under to check fluid level in a couple of minutes.
Clive
Booted the beast for a quick overtake yesterday and it ran up to 4,000 (ish) revs and just stayed there. Engine control module clearly holding it back despite foot on the floor waiting for the gearbox to get its act together and change. Lifted foot a bit and it changed gear OK. Possibly a touch harsh but it changed.
Tried couple more times and same thing. Won't go past 4,000 rpm whilst waiting for a gear change. Whether drop down for overtake or change up when driving. Changes just fine in normal amble mode. Usually between 2,000 - 3,000 depending on slope.
Pretty much same in sport mode.
Is this just a matter of the adaptive settings needing to be re-set or something more serious. I'm going to lift it up later and check the gearbox oil level despite no sign of leaks.
Sticking caliper to fix first though.
Car has been on short run duties all summer which can't be good. Hence sticky caliper.
Clive
Morat
Do check carefully. My drawing shows 67 mm / 2 5/8 " pipe diameter and 88 mm / 3 1/2" hole spacing with 9 mm Ø hole for my year 2000 4.0 V8.
If you get stuck I can quite easily make you something along the lines of your E-Bay find.
Clive
I like the split clamp Strange Rover found, much easier than DIY, but it will need to be opened out to 67 mm or 2 5/8 inches. My Google-fu can't find one that size. Looks like there is enough metal in the 2.5 inch one to file or machine out to fit the Range Rover pipe.
Clive
Presumably you are talking about the clamp on the pipe side of the junction with the centre box.
I had this issue when the stainless steel silencers were fitted back in 2015. I designed a two piece clamp comprising 6 identical pieces of 2 mm sheet steel which could be welded together as a pair of half circle clamps with fork and blade style connections where the bolts go through. Every near half circle had a bolt hole in it but the three pieces comprising each one were offset so the middle section poked out one side and there was a gap between the bolt holes on the other. Classic example of design from my Over-Clever period but the intent was to produce something that could be made with hole saws and a drill by normal folk.
No great issue to make one for you, or send a copy of the drawings if you fancy DIY and know someone to do the weld together bit, but I can't guarantee the fit as I never made the thing to verify my drawings. On something that simple they should be right but...
In the event the exhaust place got clever with their gas welding gear and stuck a pair of L shaped brackets on the pipe sort of aligned with the bolt holes on the silencer box. Lots of exhaust paste stopped the leaks. Which barely made it to next MoT before I had to get clever with stepped suds to overcome the fit errors and stop the leaks properly.
With 20/20 hindsight I think they would have done better to leave the L brackets separate and loosely bolt them to the centre box before fixing to the pipe with a clamp and finally bolting up when the brackets were secure. I imagine a Mirkalor style clamp would be needed to clear the bolt heads. U bolt style would almost certainly get in the way and a jubilee style clip just won't be strong enough to pull the L brackets hard onto the pipe.
Clive
Ended up paying £282 to AXA for 5,000 miles.
Clive
Further to yesterdays post I spent a bit of time on the comparison sites and got rather better results. Decent selection around £270 to £320 for 5,000 miles year.
Just need to hack through the jungle of excesses and add ons. AXA seem to be the lowest although the logic of offering 4 sub-brands with different costs for what appears to be the same thing defeats me.
Car is year 2000, 4.0 HSE.
Clive
Just had a phone call from A-Plan.
£394 this year, up from £250 last year. Annoying as A-Plan have generally been good the last few years. Excellent deal on my two rather esoteric motorcycles earlier on in the year so I was hoping Range Rover would be the same. Lady said lots of insurers will no longer cover Land Rovers of any sort due to high costs or repair and high theft rates.
Not due until 8 try October so time to get searching.
Clive
Good deal from ATS, which I didn't know about.
However ATS don't do leak detection. Put mine in on Thursday to be done, wandered off to town for the suggested hour and came back to find nothing done. Told it had a leak and to take it to a garage to find it and get it fixed. I know the guy they suggested so no issues there but annoying all the same.
Another micro leak as it took nearly 3 years to go down. Previous filler put the dye in so hopefully there is still enough residue to see where the leak is.
Clive
Clive
Optikool has a light green tint and is said to be solar absorbing and reflecting to reduce the amount of heat getting into the car on sunny days. Being approved for use on windscreens it can't be very dark. 75% transmission measured the approved way is the minimum allowed. Due to the way human eyes compensate for light level changes that looks a lot lighter than the raw figures suggest. I'd be unsurprised to discover that Optikool is in the 90% transmission region.
If you have a tint layer applied to it it will be much darker than you'd usually expect from the tint alone.
Clive
Gilbertd wrote:
I've never seen anyone use a torque wrench on a sump plug, most people just do it up tight......
Bounces up and down.
"Me, me, me".
Set rather lower than factory theory too. Always anneal copper washers. Even if brand new.
Especially on alloy sumps. Don't know enough swear words to properly express my loathing for rethreading sump drain holes when Gorilla Garages Inc have hauled the plug up to one micro-newton short of stripping so the verdammn thread comes out on the plug. Sorting out a repair bush thread compatible with the OEM plug can demand a certain malevolent creativity.
Clive
Chrisp38
Thanks for the tip.
A bit of extra space would still be handy but as it was just doable with my tools I never bothered to look into moving the coolant tank. Frankly if I'd twigged it just clipped in I almost certainly would have shifted it. Probably just assumed it was bolted in via a flange underneath so hoses would need removing to shift it.
RAVE spoils us in many ways because it's so good that following the words and music just works (pity Mr Haynes wasn't paying attention). With the coolant tank so easy to shift and space so tight I'd have expected a note on the "unclip coolant tank and move over for easier access" lines.
Clive
Never needed to move or cut anything the three times I've done mine. Getting the pipe on does require verbal encouragement.
I use a Williams split hex ring spanner officially designed for brake unions, the split makes it easy to pass over the pipe. Head is smaller than an open end and the angle of mine is favourable for clearance.
Clive
Blast of switch cleaner aerosol into the switch aperture and a few presses on the control panel appears to have fixed mine.
Mine gets used about twice year at most so contacts had plenty of time to get dirty. I suspect regular exercise of all the centre console switches, once a month or so might be good idea to keep the contacts clean and all working. Yet another of my good intentions that doesn't happen!
Clive
The wire is a pest. Can't recall if the connector is small enough to go through a ring spanner of the right size for the hexagon. If it isn't best to get a proper split ring spanner or split socket with offset drive so as to have good purchase on the sensor body.
The big imponderable is how tight years of heating and cooling have made the sensor in its thread. I'd need to be confident that it's not gone super tight before trusting to an open end.
Bought a relatively inexpensive Hilka branded set of two offset square drive split sockets to pull the Lambda sensor on my Yamaha GTS which fitted far better than I expected given the price and worked well. Set comprises one 1/2" drive and one 3/8" drive. But that Yamaha is silly low mileage, despite being 30 years old, and the sensors are known to come out easily if factory fitted.
I'd expect the P38 sensors to put up more of a fight so would push the budget to cover a proper split ring spanner from a good make.
I was impressed with the Gedore ones I bought to do the oil coolers and pipes last year. £60 odd for two spanners isn't cheap but they fitted really well and got things undone without drama where an open ended spanner would almost certainly have distorted the hexagon unions. Gedore claim to make their spanners more accurately than other makes. Something I'm willing to believe on the evidence of that pair.
Clive
Harv
I'm pretty sure the hoses I fitted were supposed to be a decent aftermarket, priced that way for sure, but who knows when they just come loose in the delivery box with other odds'n sods. Full complement of single turn spring clips and the top set did have the H markings which may or may not have meant something.
Richard
Learned that thing about the spring clips having to be dead square maybe 40 or more years back. The embarrassing, knock on a door and beg for kettle of water, way! Had about 3 goes to get that one just so when I fitted the hose set. Learned how well enough to get it OK first time after changing the thermostat and it's been acceptable up until now.
The spring clip wasn't up to it on the stub of the Airtex water pump I used when the original died. Jubilee didn't quite do it either so that got a mikalor which sorted it. All in all a curse heavy process. Probably got another mikalor the right size in stock so maybe give that a try tomorrow as earliest a hose set can arrive will be around this time next week anyway. Or do the single use crimp up style work well in such areas. Not my favourite idea but I have a kit purchased for a customer job.
But I guess I should invest in a new set of factory hoses anyway. In my book a decade or so is a good life for "rubbery stuff" in general.
Clive