Now you know why I carry everything except for stuff I would never be able to use at the side of the road. Can't open the picture but having seen a couple of burnt fuseboxes I've got a pretty good idea of what you are dealing with. With a bit of creative bodgery you should be able to get it running enough to get you home though.

HEVAC often doesn't connect first time, hit the red cross to back out of it and then go back in. I've also noticed that if you go to Faults first again it fails to connect but will connect if you go to one of the other buttons (Inputs is a good one to try) and it works.

Nope,but where were you testing it? Internal and air temperature 45 degrees? Something a bit strange going on there.

Huh? But it's driven off a 5V rail so how can a resistor increase the voltage?

27 mpg isn't back for an oil burner, don't forget I'm a V8 but running LPG so on near half price fuel. Not that you would notice that in France, 1 Euro a litre at a couple of the motorway services! Petrol and diesel are also stupidly expensive too, not surprised the natives are revolting.

Definitely, reset the adaptive values and you may even find the lambda sensor fault goes away. Default is to run rich and the lambda sensor showing 1V or thereabouts is rich. Usually when a lambda sensor fails it goes to 0V meaning lean.

Icing happens when the temperature is above freezing, anything up to 5 degrees, but when there is a lot of moisture in the air. The airflow through the throttle body is accelerated so cools and forms condensation on the throttle butterfly which turns to ice with the airflow. Yes, it is worse on an engine on carbs because the venturi in the carb body accelerates the air by a greater amount so gives a greater cooling affect. That's why older stuff had a swivelling nozzle on the air intake with summer and winter settings so in winter it drew air in from around the exhaust manifold. You certainly know about it when it happens as the air intake gets partially plugged with ice so the mixture goes ridiculously rich and the throttle won't close due to the ice build up. Idling a cold engine at 4,000 rpm isn't to be recommended......

Yes there is if you don't want it icing in cold, damp weather. The air intake is under the inner wing so the air being drawn in is at ambient temperature so will ice on the throttle butterfly in the right conditions. Of course it falls under oily bits, as it says, if it leaks, it's in here and the hose for the throttle body heater is known for leaking, which is why it gets replaced with silicone hose.

Go for Dunlops, even ones with 40k on them. I replaced my rears when I got the car and the fronts a couple of years later. So the rears have done about 160k and the fronts about 120k with no problems (and that includes towing big heavy trailers around the place). Boge OE shocks are designed to work with the Dunlop air springs so are properly matched. For me, Arnotts fall into the category of we'll design something that we think is an improvement without knowing why the originals were designed the way they were.

I think you're trying to turn the wrong one, it's the 15mm bolt head in the middle of the tensioner pulley you need to turn.

The various bodges done to stop the dash filling with warnings when the EAS is removed, have to be seen to be believed. Particularly when the system is so simple that it would be easier to repair it properly. Pull out anything that doesn't look like Land Rover put it there and then fault it when it doesn't work.

If you buy a secondhand Nanocom, all you need do is register it in your name. You can leave it as it is but then you can't get any firmware updates.

I can understand how some get disillusioned with a P38 but if you are doing the work yourself and are methodical then you shouldn't get into that state. I bought mine with 204,000 miles on the clock, a burst rear air spring and a head gasket blowing from one cylinder into the Vee. Got those two things sorted in a couple of days and started using it before finding all the other things that fail on a P38. No different to any car of this age, everything has the stock faults that will always show themselves. For the first year or so, I didn't trust it as far as I could throw it but by working my way through the problems it became reliable. That was 8 years ago. It now has 367,000 miles on the clock, everything, and I do mean everything, works as it should and it is regularly used to drive across Europe, visiting my partners family is 1520 miles each way, and it just does it. Like anything, do it right, do it once.

Registering the Nanocom Evolution isn't that difficult, you just need to follow the instructions and enter the code which is generated for you. If you can't get the computer outside, simply write the code down and take it outside with you.

It's a twin filament H4 for dip and main with a separate H7 for main only.

Better order about 20 feet of it then......

Disconnect both battery leads and touch them together. That will ensure there is no residual current stored in any of the electronics. Leave it like that for 20-30 seconds, then reconnect.

I've always been led to believe that an engine is running at it's most efficient, and therefore most economical, at the revs where it produces maximum torque. Having just done a quick Google, it seems maximum torque is produced around 2,600 rpm which would equate to around 75 mph. Despite having the aerodynamics of a shed......

Sloth did say that the TPS idle voltage can be cleared on a Thor by disconnecting the battery. If it can't you need Nanocom, Faultmate, Testbook or one of the other dedicated diagnostic units.

The adaptive values are a number of things that the ECU learns while the car is being driven, so things like correction factors on the MAF sensor, long term fuel trims and most importantly in your case, the throttle position sensor idle voltage. It is a simple potentiometer, or pot to us electronic types, hence throttle pot. As Gordon says, if the stored voltage for a closed throttle is higher than the voltage from a closed throttle, it will adjust downwards but it doesn't, or at least the GEMS doesn't so no idea about the Thor, adjust upwards . So if the stored voltage for a closed throttle is lower than the actual voltage it will see that as the throttle being slightly open and raise the revs accordingly. As it uses the idle control valve to raise the revs when you give it a tiny bit of throttle, it isn't going to adjust upwards or giving it a crack of throttle to raise the revs slightly wouldn't do anything.

Now I know it usually gets a bad rap and is blamed for everything from the neighbours budgie dying downwards, but it seems the BeCM is actually a pretty clever little beastie. Last weekend I had to tow this to just north of Toulouse

Not only is it 9 feet tall and 6 feet wide, so acts as a braking parachute in a headwind, it was also well loaded so almost at it's maximum weight of 3.5 Tonnes. The weekend coincided with Storm Diana hitting the south of England and most of France too which meant two things, the channel crossing was going to be rough and once the other side I'd have a hell of a headwind. Also the route includes some pretty serious hills both up and down. So, rather than risk being rammed up the back by an empty artic who may not realise the speed differential while I was slogging up a hill in the dark, I put a magnetic 55W halogen amber beacon on one side of the trailer. The trailer has a junction box near the back where all the wiring connects so it was easy enough to connect the beacon to one of the sidelight circuits in there.

About 20 miles from Dover, I get a beep from the dash and the message centre comes up with RH Tail Light Bulb Blown but a few minutes later I notice that the LH side marker lights and beacon had gone out on the trailer. Switched the lights off and back on again and everything came back on. Seems that the extra load of the beacon on one sidelight circuit had been seen, eventually, by the BeCM as a short circuit bulb which would only happen if the bulb had blown so it had switched that circuit off to prevent the possibility of further damage in lieu of there being a fuse in the sidelight circuit. When I next stopped I ran a wire from the beacon to the ignition switched supply in the boot but it did prove that the trailer lights were wired back to front so the LH and RH circuits were crossed I was more impressed with the way the BeCM cuts power to a circuit it detects a problem on, so not so dumb as many seem to think it is.

Incidentally, I took the picture in my avatar on the way back but what was most interesting was the difference between the run there, against the wind with the trailer and coming back with the wind behind me and no trailer. Trip out, average speed 43 mph at 12mpg, coming back, average speed 67mph at 17.2mpg. Seems aerodynamics, or a lack of them, make a hell of a difference......

But was it a dry -1 or damp? I suspect at that temperature it would be dry which would support my suggestion.