The EAS pipe connection that is leaking is the one that goes to the reservoir so needs to be good (well, they all do but that one particularly). You can pull the collet out and, using your Land Rover approved crochet hook, pull out the O rings and just replace those. Then trim a couple of mm off the end of the pipe and chamfer it with the Land Rover approved pencil sharpener so the groove that will have formed where the O ring sits is in a different place. If you don't have any spare O rings to hand, just trimming the pipe should be enough.
The coolant leak isn't so simple. It could be coming from the back of the valley gasket on one side (is it dribbling down both sides of the engine and bellhousing or just one side?), can you see coolant higher up? Bad news is that is if isn't coming from there, there's two core plugs on the back of the block behind the flywheel. Drop the round inspection plate off and see if it is wet inside there or if it is running down the outside.
Nitromoors will dissolve the lacquer but won't damage the board or the tracks but acetone may work as well. It does on some lacquer but not all.
Cheapest option for a P38 diagnostics that will connect to all the different systems is the EASUlock V4. It's a software based system that needs to be run on a laptop rather than a stand alone hand held unit. See https://www.rswsolutions.com/index.php/range-rover-p38a/range-rover-p38a-eas-unlock-v3. It can't show live values though.
Cheapest option for a P38 diagnostics that will connect to all the different systems is the EASUlock V4. It's a software based system that needs to be run on a laptop rather than a stand alone hand held unit. See https://www.rswsolutions.com/index.php/range-rover-p38a/range-rover-p38a-eas-unlock-v3. It can't show live values though.
Won't work any better than any cheapo generic OBD reader that you can pick up from about a tenner upwards. The OBD standard only applies to engine parameters, and even then, mostly ones that affect the emissions. For everything else you need a dedicated reader of some sort. That would be a Nanocom or similar for the P38, Vagcom (now known as VCDS) for VW Audi, Opcom for General Motors, and so on.
What did I do today? Drove it and got it up to 415,145 on the clock after a quick delivery trip to the outskirts of Paris and back. Strictly speaking it was yesterday and today though.
If you look at that post, it's years old but has been edited by Moderator (not me I hasten to add) probably to update to the reliable download......
Yup, gets in at the pollen filters and runs down inside, drowning the connectors on it's way. That LH connector carries the connections between the EAS ECU and the dash rocker and lights. When I first got the Ascot and started running around in it I could go over a bump, dash would beep and flash up EAS Fault then clear. Couldn't work it out until I noticed the height display would go out at the same time as the beeps then come back on again. Chopped that connector, and the RH one too, soldered the wires through and no more problems.
A mate is a professional musician and the Go Compare bloke was at my mates 50th birthday party. I real life he's actually a really nice guy and, presumably a really nice rich guy with money he's getting from those ads. My mate did the backing track for a TV advert and got a cheque in the post every time it was shown on TV.
As even you has no intention of removing the body, that is the only time those connectors need to be unplugged. They are there so the loom can simply be plugged together when they are assembling the car. Just chop the wires off one at a time an solder and heatshrink them. Worth doing on both if those multiway connectors, LH and RH.
Really odd height readings will be down to the height sensors. It may be that one of the arms is bent so it is reading on a different section of the track (they are only a simple potentiometer) or it has been fitted wrong so at a different angle to what it should be.
I don't think you will be able to find anyone that can do any more than you. If Nanocom won't connect and EASUnlock won't connect, nothing else is likely to. Check for continuity between pin 11 on the OBD socket (White/Light Green wire) and pin 35 at the EAS ECU, then check continuity between pin 12 at the socket (White/Pink wire) and pin 17 at the EAS ECU. Both these wires go via the C104/204 connection (12 way) behind the LH footwell trim panel. Also check you have 12V on pin 16 at the OBD socket (probably OK as you can connect to other systems) and a ground on both pins 4 and 5. The ground on pin 5 also goes via C102/202 connection (18 way) behind the RH footwell kick panel.
Scraping or Nitromoors paint stripper.
That really annoying dickhead that does the Cinch adverts......
My mate in France did his and used a 3M product sold by a boat chandlers and intended to be used on boat trim. Not sure if you are near the coast but that might be an option too.
Ones where the front prop joins the transfer box as the crossmember gets in the way too are the really awkward ones. Having struggled to get them tight when I was putting the transfer box back on after changing the chain, I thought the way to do it would be to buy some 3/8" UNF Allen bolts and use them instead.
Yes, those are the clips, but as said, you don't actually need them. The adhesive is a contact adhesive, spray it on both surfaces and as soon as they touch it is stuck so no margin for error. Anything else will, as you say, soak through the foam.
Thor has different lambda sensors as the OBD2 standard that became mandatory from 2000 requires sensors that give a 0-1V output. The Titania sensors used on a GEMS are 5-0V sensors so don't meet the standard. I strongly suspect the need to be fully OBD 2 compliant was the main reason why they changed from the Lucas Sagem Generic Engine Management System (GEMS) over to the off-the-shelf Bosch Motronic (as used on numerous other cars) which was already compliant rather than a complete revamp of GEMS. Nothing to do with the fuelling, more a case of being able to continue selling it. As various parts of the casting machining had to be changed to accept Bosch sensors instead of Lucas ones, at the same time they took the opportunity to alter a number of other things. The intake bunch of bananas has the affect of increasing the intake tract length so improving bottom end power and many of the tappings in the block changed from Imperial UNC to metric.
Gilbertd wrote:
Googled the GEMS part number (AMR5929) and came up with this page https://alleuro.com/Parts/Genuine-Land-Rover/AMR5929 which says it supersedes to a BMW part number.
Alleuro got it wrong. New sensor arrived, checked that the plug fitted straight on (it did), took the old one out (which, much to my surprise, just unscrewed rather than putting up a fight) and noted new one was longer but poking a screwdriver down the hole meant there was plenty of room for it, but then noticed the thread. Same diameter but a much coarser thread so it won't screw in. Put the old one back and have just been out in the car and the temperature gauge seems to now be working. I doubt it will work for long though.
It isn't the adhesive, it's the foam. The headlining material is foam backed and the foam deteriorates and crumbles away so there's nothing between the outer cloth and the headlining shell so it hangs down. What is left in the shell is the adhesive and a layer of decomposed foam. If the material is hanging down it means that it has come away right up to the edges and not just in the centre.