Oil filter, air filter and BPR6ES plugs (at £1.99 each) are all on the shelf at Millfield Autoparts on Lincoln Road. Open until 7 during the week and no waiting around for postage. They may have the pollen filters too. I bought the last pair they had in stock last year and they didn't have them in December when I needed a couple to take down to my mate in France so ordered some so they would have them when someone (probably me) wanted them again. They are as cheap, if not cheaper, than Island too.

I'll keep it on the one thread rather than wandering off from OB's. RRHSG is this bloke https://rangerovers.pub/topic/354-02-sensor-voltage-fixed-low and he owns this place http://equilibre-bar.com/ hence considering dropping in to meet him when I'm over there next month (I've even got my Cat 1 Crit' Air vignette on my windscreen). With a Nanocom you can type in the EKA and enter it from there rather than having to waggle the key from side to side. Chances are you've got nothing more complicated than a dodgy microswitch in the drivers door latch which is a simple fix with a recon latch from Marty.

As I've just posted in OB's thread. I'll be over there in the middle of May so if you can get it moved from where it is to somewhere where it can be left, I could plug the Nano in then. Might be worth contacting RRHSG if it is more urgent though. He is in Versailles so a lot closer than most of us and knows someone with a Nanocom who might be able to enter the EKA using that for you.

No, that's RRHSG who's in Versailles, mymysteri is somewhere to the North West of Paris. I'll be over there on 13-15th May and was planning on dropping in on RRHSG on my way back (as he owns a wine bar) but could always drop in with the Nanocom on my way back to Calais for the ferry on the Monday afternoon.....

Rears are simple enough on your own. They are on the power circuit only so use a stick to put pressure on the pedal, attach a tube to one of the rear bleed nipples and put it into your bleeding jar. Open the bleed nipple, turn the ignition on and let the pump do the work. On the drivers side you should be able to get yourself in a position where you can see when the fluid into the jar runs clear so turn the ignition off and tighten the bleed nipple. On the other side just run the pump for roughly the same length of time. It's good that there's a nice big reservoir so unless you run it for ages, there's no danger of running out of fluid.

For the fronts, you can use an Easibleed on the hydrostatic circuit just as you would on a car with a conventional braking system.

Looking at the state of that paint, I reckon a decent pressure washer would take most of it off.

Regarding your coolant leak, there's a steel pipe that runs under the alternator that can rust away and leak. I'd be looking at that first.

Central Door Locking, the single wire is the ground for the latch via the door outstation, the one you want is one of the ones in the multi plug. If the ground was missing on the single black wire due to a bad connection or a failed outstation (very rare), none of the switches would do anything. Easy check for that is if the courtesy lights come on when you open the door, then it's not missing.

The earth feed comes from the door latch directly to the pushbutton on the tailgate but all wires to the tailgate are white to make it difficult for someone to pull them out and ground the correct wire. There's a 12 way black connector behind the trim panel on the right hand side of the boot where the green/red wire changes to white.

Green-oval-nut wrote:

I have used the car on 1 big journey which was the London 2 Brighton run last year

??That's not big, this https://rangerovers.pub/topic/186-not-such-a-good-start is a big journey......

Welcome, I've already replied with a couple of points in your other thread

Someone has probably done a bit of bodgery on the cooling system using a mix of what they had laying around. Your best bet would be to return it to the original GEMS layout and while you are at it you may even find the leak anyway.

Diagnostics not being able to connect is often a sign of corrosion in the wires at the back of the the socket or in the multiway connectors behind the kick panels in the footwells.

I've got a hacked about RR Sport grille on my SE. I'll swap you it for a standard one if you want it as I think it looks bloody awful.......

They aren't old? A Classic is old. The P38 is also the most reliable Range Rover. Classics rust away just about everywhere and the L322 has so many interlinked electronics a fault on one, seemingly unrelated, thing kills everything else so the car can't be driven.

I must admit though, I actually see at least 2 P38s a day when running around between Cambridgeshire and London (and that doesn't count my two and the other 3 that live in the same village as me). but I do clock up about 150 miles a day for work. So they aren't that rare.

Why not just swap the rear diffs? Put the one from the blue one into the black one? At least then you'll have one worker rather than an Enterprise Focus. Last time I had a hire car (when my water pump self destructed), Enterprise gave me a Zafira. Even a doggy P38 would have been better.

Nice one. You probably don't have to deal with rusted bits like we do in the UK, I've always had to get the angle grinder out for the nuts on the drop links.

My original rear diff had about 3mm of in and out play on the input, the best part of a quarter turn slop and a healthy clunk whenever I went from forward to reverse. Did whine a bit like a London bus but it didn't get any worse in about 50,000 miles. I only replaced it because I thought I should.

Rears are a piece of piss. Take off wheel, undo the 6 bolts that hold the hub into the axle, pull it out a couple of inches and let it sit on the wheel you previously took off. No need to even remove the brake caliper or ABS sensor. Do the other side and once both are free, disconnect the prop and hang it out of the way somewhere, undo the ring of bolts that hold the diff to the axle and pull it out.

Oh yes, draining the oil from the axle is a good idea or you end up laying in a big puddle.......

Did the brakes on a '95 Classic (the soft dash one that is a sort of hybrid Classic/P38/Disco) recently that had been completely stripped out to have a new bulkhead welded in. Although a different part number the modulator works in just the same way as the P38 one and the bleeding procedure is identical. We couldn't get anything out of the hydrostatic circuit at all. No amount of pedal pumping did anything and even leaving a bleed nipple out and letting gravity do it didn't work. There seemed to be no flow between master cylinder and calipers. Then we found that as soon as the ignition was turned on so the pump ran, the brakes locked on. Had to open the bleed nipples to release the pressure to move the car. Disconnected the fork from the pedal, gave it a wiggle a few times, tried pulling it out (but it didn't appear to move), reconnected it and all was fine.

You've definitely got a leak or two. When you first start it, the lights show the height it is at (light on steady) and the target height (light flashing). I can leave mine 3 or 4 days at normal height and it is still at normal height when I get into it. If it's parked on the piss so it self levels, it comes up almost immediately.

At Marty's workshop near Marlborough in Wiltshire. To log LPG stations on route, use www.filllpg.co.uk.

Not the 15th/16th, that's British Grand Prix weekend.

Lower one is the gearbox cooler, upper one is the engine oil cooler. Follow the pipes to confirm though just in case........

Cutting the heads off is your best bet. When I fitted mine, the bolt holes didn't line up unless I gave the plates either side a bit of grunt. I figured that fitting the bolts would most likely stress the bottom of the rad and try to pull the bottom plastic off so didn't fit them. With the two lugs at the bottom and the bits it slots into at the top, it's not going anywhere without the bolts.