JMCLuimni wrote:

There’s thread creep and then there’s this..... ^^^^^^

Jesus wept

Yeah, it's got a bit off topic. If there was a way of splitting it into a new one once it started creeping I'd have done it but it doesn't seem like there is.

However, getting back on topic, I've just been speaking to Car & Classic about putting the Vogue (this one https://rangerovers.pub/topic/1620-what-have-you-done-to-your-range-rover-today?page=41#pid33881) into one of their auctions. Considering one that didn't look as good got bid up to £5,900 but didn't reach the reserve, I said that anything over £4k would be acceptable to me so they suggested putting it in with a reserve of £4,600 (as they take £500 + VAT commission) but expect it to go for more than that. Their estimate is around the £5-6k mark (which I'll be well impressed with).

and? You have to remember the P38 is the last 'proper' Range Rover (and prettiest).

Looks like the serial number should be visible from underneath, see https://www.ashcroft-transmissions.co.uk/transfer-boxes/borg-warner.html and scroll down the page.

I took the spring out of an LPG cap which was too small diameter and carefully opened it out until it would fit and used that. Took ages to do it with a vice and a couple of pairs of pliers but it worked.

Maybe they are the transfer case serial numbers? What does this http://new.lrcat.com/#!/1234/93198/93199 tell you?

At the risk of sounding like you know who, it's in RAVE under Chassis and Body - Repair - Backlight Glass which is section 76, pages 87-89 on my copy (at least I didn't just say it's in RAVE and leave you to it as you've almost certainly looked anyway). Doesn't look to be much of a fun job though and if it were me I'd try to find a tame windscreen fitter and bung him a few beer tokens to do it for you.

The Rolls Royce nuclear project will be a boost for UK engineers but I'm afraid I don't agree with the Trump (am I the only one that finds it amusing that the name of a US president is also the word for a fart?) inspired conspiracy theories over Huawei. Virtually all of the 5G and most of the 4G infrastructure used their hardware because it was cheap, worked far better than anything any other company could supply, was smaller, lighter, cheaper, easier to install and just worked. Now quite how the Chinese Government can gain anything useful from a radio transceiver is beyond me and I worked with them for the last 35 years. They didn't make the rest of the kit, only the transceivers. The fact that initially there was no alternative and once there was, it wasn't a patch on the 'Chinese' equipment (as one senior engineer for one of the MNO's always referred to it) had a lot to do with it. They were being pressured to install 5G (although for the life of me I have no idea why, it doesn't do anything that 4G can't and nobody actually needs it) then once they'd started to roll it out were told they couldn't use the best equipment on the market.

We might be getting a few more home grown ones within 10 years or so, see https://www.bbc.co.uk/news/science-environment-54703204. We already import quite a bit (it used to be 30% but no idea what it is now) of our electricity from French nuclear stations mainly because what used to be National Grid is now EDF (Electricite, Distribution Francais). Being a French nationalised company, EDF profits in France are capped, so they just expand into other countries where they can make as much profit as they like. France Telecom, the French the equivalent to BT, is the same, home profits are capped, so they bought Orange, which they subsequently merged with Deutsche Telekom owned T-Mobile to become EE (Everything Everywhere) and can make as much profit as they like over here.

I was on a training course once and the Scouser lecturer had a Mk2 Escort that had Ghia badges but Popular black bumpers. When someone queried it he explained that it hadn't been built at Halewood but in a lock-up a few streets away. Seems the whole car had been smuggled out of the factory a bit at a time......

Those numbers are a digit short for the serial number and what the (T)003K signifies is anyone's guess. What parts are they? Your VIN shows you've got a 2000 model year, 4.6, automatic, P38 with the serial number of 422220.

One thing to bear in mind, the drivers CDL switch provides the ground for the tailgate so if it is faulty you either won't be able to open the tailgate or it won't lock.

Whether the door is locked electrically or physically what happens is the motor moves the mechanism to lock and that is what causes the button to go down. It makes no difference how it is moved, just that it is and at that point it should operate the CDL switch which it obviously isn't.

The permanent supply comes from Fuse 14 which is 20A but it does feed the CD changer as well (if you've got one). Ignition switched supply comes from fuse 8 (30A) via a relay inside the BeCM.

StrangeRover wrote:

Smart motor that is Richard.

It is. It is OldShep's old car. It was pretty tidy when he sold it but the guy that bought it neglected it and caused a few more problems by following the advice of 'experts' on facebook. Since we got it, it has had a new headlining, sunroof seal, the drivers seat and steering wheel have been cleaned and re-dyed, a pair of new rear brake callipers, metal brake pipes, a couple of brake hoses, new water pump, rocker cover gaskets, valley gasket, power steering pipes, a couple of tyres, a Marty special DSP replacement, new window switchpack, new heater blowers, HEVAC zebra strip, throttle body heater gasket (and the brittle plastic pipe replaced with copper LPG pipe) and various other bits and pieces. The valet guy did a superb job on it, and the picture doesn't really do it justice. Just waiting for the nuts the battery cover screws fit into so even that will fit properly. That was Danny's idea, as I told him, until I first saw that car I'd never seen one with a battery cover but he's insisted it's got to be right. He even got me to take the side repeater indicators off so he could clean the dirt out from inside them with a small toothbrush......

We've left that bloody horrible stainless exhaust on it though. We could have taken it off, sold it and used the proceeds to buy a standard one but then we'd need to change the rear bumper too as that has had bits cut out of it to clear the tailpipes.

Finished off the Vogue just before the guy turned up to give it a full valet. Almost ready to put it up for sale now.

The 4 way plug behind the LH rear light is there in case you want to fit dual socket electrics for your towbar. It has reversing light, ignition switched supply, permanent supply and ground. I've used it to provide an additional power socket in the boot and a feed to a reversing camera. Sounds like someone has done the same in the past. The plug blank is there to stop it dangling. RH sidelight failure (does it say front or rear?) is telling you a bulb has gone. Sidelight is English for tail light, this is a picture I did to help out an American woman who didn't know which bulb to look at......

Lpgc wrote:

Anyone have a BMW engine'd L322 to compare readings?

No but I've got RAVE that covers it:

Mass Air Flow/Air Intake Temperature (MAF/IAT) Sensor
The MAF/IAT sensor is located in the air intake ducting, between the air cleaner and the throttle body. The sensor outputs intake air flow and temperature signals to the ECM to enable calculation of the mass of the air entering the engine.
In addition to the air flow and temperature outputs, a regulated 5 V feed and an earth are connected between the sensor and the ECM, and the sensor receives a battery power feed from the main relay.
Air flow:
The air flow signal is produced from a hot film element in the sensor. The film is connected between the 5 V feed and the air flow output to the ECM. The film is also heated by the battery power feed and cooled by the air flow into the engine. The greater the air flow, the greater the cooling effect and the lower the electrical resistance across the sensor. So the air flow output voltage varies with changes in air flow and, from voltage/air flow maps stored in memory, the ECM determines the mass of air entering the engine.
Air intake temperature:
The air intake temperature signal is produced by a NTC thermistor connected between the 5V feed and earth to complete a voltage divider circuit. The ECM monitors the voltage drop across the thermistor and, from voltage/temperature maps stored in memory, determines the temperature of the intake air.

Can't find any data of what the output from the MAF should read though. The same section on the P38 gives figures for idle and at 3,000 rpm but the L322 manual doesn't seem to show that.

Discovered that one of the knock sensors on one of my cars was broken off and the wires were just dangling, no fault codes recorded though. Try unplugging them and see if it is happy with them disconnected.

Just took the Ascot for MoT, passed with no advisories. Emissions amazed me and the tester. Running on LPG using a singlepoint system, CO was 0.02% with HC at 6ppm (limits on LPG are 3.5% and 1200ppm HC). With emissions like that it would have flown through the petrol limits even (0.2% CO and 200ppm HC).

Now about to drive mine over to my mates to do a bit of finishing off on our Vogue......

I heard the most sensible thing I think a woman has ever said last night. There was an advert on TV for the new Audi RS e-Tron GT, which we both agreed was a pretty nice looking car but when my missus realised it was an EV her comment was that it was just wrong. Her view is that EV shopping trolleys are a good idea, even smaller family cars used to take the kids to school too but an electric sports car is going to be like a man having sex with a plastic doll, it just isn't the real thing. Admittedly she drives a Mercedes SLK280 with a petrol 3.0 litre V6 under the bonnet and wants me to change the exhaust system for one that isn't as quiet......