You mean this is the one where you can flash the lights with them already on and not get main beam instead? I figured they must have made one where the switch worked properly, seems this is the one.
I've never seen a battery cover either......
OB, stop fretting and making everything seem so doom and gloom. The LPG ECU won't have lost any settings, they can be left on a shelf with no power for years without losing settings. It has run on LPG in the past and there's nothing to say it won't now (as long as it gets power). If you get it running properly on petrol, the existing settings saved in the controller will make it work on gas. The settings may not be optimum but they are likely to be pretty close. It's only sad buggers that like to fiddle that even have the software, most users just get in and drive. If the stored settings are slightly out, the petrol ECU will adjust the fuel trims to get the mixture correct on gas.
I doubt Halfrauds will have any of the bulbs in all honesty, you'll need to order them from one of the specialists. For the switches, STC1877 for the Orange bulbs in the switches to show they are on (except the front fog lamp switch that lights up green when on), the green backlight ones are STC1878 if you need any of them (and the one to tell you the front fogs are on too).
There's three types fitted in the HEVAC unit, black bodied ones (STC3868), a green bodied one (STC3869) and a standard 1.2 W wedge ended one in the front behind the AUTO pushbutton (STC3635 is the part number but that is probably the only one Halfords will have). The green one is for the LCD display and is higher power than the black bodied ones. There's a seller on eBay who will supply a complete set for not a lot.
I've driven past it about 120 times but I think I did stop there once (intentionally, not due to a breakdown). When I was at my mates last week we worked out that I've driven to his place just outside of Nice around 60 times in the last 23 years. At just under 2,000 miles round trip, that means I've done 120,000 miles in France and paid out just over 11,000 Euros in motorway tolls......
Now you've found the ignition switched supply, the LPG switch should light up now. You've got it back to how it was 5 days ago......
That one tends to be ridiculously slow, I suspect because the Yanks don't like sharing stuff with us over here (which is why Gordon hosted it on his site in the first place but hasn't updated the link since changing over to rangerovers.pub). Alternatively, I've uploaded it to Google Drive https://drive.google.com/open?id=0BzxqPPypF5J5N0EteXN2Q2I5WTQ
The problems you've got are all pretty standard
Give it a new battery.
New head gasket
Heatshields aren't that critical, I ran for about 40,000 miles with one missing and nothing suffered
It will be down on power if a HG is blowing.....
Weld the sidestep or take it off. Unless you really need it or like it. all they do is reduce the ground clearance
It may well have once had the high line system with amps in the doors so will have needed a lot of mucking about to make a standard head unit work.
The two aerial plugs confirm a high line system, one on each rear side window as the original radio was a diversity unit.
I spent last weekend replacing dash bulbs on one a mate has recently got, simple enough to do.
Martrim do a headlining kit for the P38 http://www.martrim.co.uk/catalogue/landrover-headlining-kit.html
If you mean the trim inside the car it was a sort of stuck on flocking. It can be scraped off easily enough and the residue cleaned off with white spirit. Then you can either leave it as plain beige plastic, trim it with a bit of cloth or paint it.
Torn seat is common but seats are readily available on eBay
Out of balance wheels or dodgy propshaft UJ's would be the first place to start.
It does need an LPG conversion.....
May be a problem, may need a reset. Post 99 cars reset the SRS light once the fault was removed, early ones don't.
So set them then. Send each one all the way down then all the way back up again and they are then set (until the next time the battery goes flat/is disconnected).
Easy enough to pull it out (from inside) and take it to bits. Usual problem is the spring rusting and jamming things up.
It's a 20 year old example of an engine that was designed over 50 years ago. If it isn't oily there isn't any in it.
Even in Scotland the 20 year old plastic will have been exposed to some UV and gone brittle.....
Replace the split pipes and if it still doesn't work, it'll be dry solder joints in the control module.
You're lucky, usually they don't work at all because people have sat on the seats and broken the elements.
They all have a heated windscreen but the connections to the screen either drop off or the elements no longer make contact at the bottom. Only answer is that big rock that is going to cause a stone chip which will spread across the windscreen.
Until you get some lights behind the display you aren't going to be able to see what it is doing but if you can't change the temperature or where the air is going, then you need to do the blend motors see http://www.rangerovers.net/repairdetails/blendmotor.html
Sounds like you've got a couple of weekends work there.......
Yes you have a piggy back loom. The original petrol injector plugs go into sockets on that loom which goes to the LPG controller and then comes back with plugs that go to the petrol injectors. Ordinarily, the plugs on the factory loom would go straight to the petrol injectors. On one bank, there will simply be 8 wires in the loom going back to the LPG controller, a flow and return for the injector pulse signal using the plumbing analogy. On the other bank there will be these 8 wires and an additional wire which will pick up the common ignition switched supply from the other side of one of the injectors.
There has to be the injector cut wires somewhere and that is almost certainly where the red/white wire for the LPG system is picking up the ignition switched supply. Each injector has a common power wire and a signal wire from the petrol ECU. This signal wire has to be intercepted so the petrol injector pulses go via the LPG controller (so the controller can use them to fire the LPG injectors and to disconnect the petrol injectors). If you only have one wire going into the petrol ECU then the injector cuts must be done at the petrol injectors. This is often done using a supplementary loom with a male and female petrol injector plug. You disconnect the original petrol injector plug, plug that into the female socket on the loom and the corresponding male plug goes onto the petrol injector. Do you have far too many plugs under there?
gordonjcp wrote:
Oh man wouldn't that piss on RRTH's chips, an Achievement Badge system for poaching his users!
I've already got the Achievement Badge, it's a lifetime ban from RR.net.......
With the sensor unplugged, especially if you unplug it from the ECU too, you should see 0V as all you are looking at is a length of wire that is disconnected at both ends. However, some cheaper digital multimeters will always display a voltage with the probe connected to nothing, the only way you can make then read zero is to ground both probes.
Simon and OB both got it wrong. GEMS Titania sensors are 5-0V with high, around 4.8V, being lean and 0.2V being rich (that's the range mine switch over anyway) whereas Thor (the bunch of bananas engine) use 0-1V Zirconia sensors with 0V, or pretty close to 0, being lean and 1V being rich. A 99 model will be XA VIN so will be a Thor (but could well have been built any time after September 98).
OB was right on the problem with GEMS and generic OBD readers though. As the standard expects a signal from 0-1V, that is what they display. Some simply display a 5V signal as 1V which can make you think that a lean signal is actually rich while others drop the displayed voltage and transpose it too so it is right. Thor, being fully OBD compliant will always display correctly as RRHSG has confirmed, low volts saying it is lean and an ECU that is trying to correct the problem by throwing more and more fuel in.
Marty, Ray at V8 Dev told me to run mine for 1,000 miles on good old mineral 20W-50 then change it for fully synthetic 10W-50 or 10W-60. I got my engine in and running at about 2:30 on a Sunday but had to set off for a week working in Leeds at 6pm that same night. So I used it for the 100 mile trip there, then took it out for a 50-60 mile run every evening to get some miles on it and hit the 1,000 mile mark in less than a couple of weeks. Since then it's 10W-60 every 10,000 miles along with a new filter and a set of NGK plugs.
I would have replied over there but RRTH banned me for life so bugger him. 0V or a very low reading means a lean mixture so you will get a lean mixture error code. The ECU will be enrichening the mixture to try to correct it but the lambda sensor still shows 0V so it still thinks it's running lean. What you need to do is find out why you are getting the low reading. First thing I'd do is rule out the lambda sensor by swapping them side to side. If the problem stays with bank B it isn't a dodgy sensor. Then try it with the sensor unplugged, does it stay at 0.04V or drop to zero? Also check for a short to ground on the signal wire while the sensor is unplugged to check for a wiring error. You can always try the same checks on the other bank to compare what you find. If you suspect a short to ground in the wiring, unplugging at both ends (sensor and ECU) will confirm that or not.
The lambda signal connections for the LPG system aren't needed for it to run, just so the lambda signal can be displayed on the LPG diagnostic screen, so disconnecting them won't have any effect on the LPG running but will also rule out a short on that side of the wiring.
As well as having no power to the LPG system, it was misfiring, popping and banging and generally running like a dog on petrol. That's what happens when you get the HT leads for cylinders 4 and 6 arse about face.......
Wouldn't stop the LPG system from powering up though.
Plonker.... Seems the headlights will be the only bright things in the area.
Before it all went dead and quiet, he was able to connect with a couple of different versions of the software but on the Config page, all of them only gave the option of 3 or 4 cylinders, not 5,6 or 8 as you would expect with a 2568 controller. Now I don't think it should matter too much as that is only for setting the rpm so by fiddling with the ignition type, it should be possible to set 4 cylinders and get it showing the correct rpm. But does it mean that it will only show him 4 injectors and not a full set?
Well yes, I did assume that we all have working EAS and headlamp wash/wipe. I'm trying to decide if it's worth £70 to cause my MoT tester to scratch his head and have to get his book out.
John Craddock lists the bulbholder and is the only supplier that doesn't say it is out of stock or obsolete. Maybe he's got a stash of them?
It used to be that the maximum wattage allowed was a total of 110W on dipped beam (which is why a standard bulb is 55W) but no limit on main beam so 100/55W bulbs are perfectly legal. I ran them for a while on one of my cars but found that when going from main to dipped, the difference meant that you may as well switch the lights off. The standard P38 lights are great on main beam as there's the extra bulbs in there but dip is where they could do with a bit more output.
For the IVA test (Individual Vehicle Approval, what has replaced the old SVA and is needed for kit cars and imports), there is no mention of wattage or output other than "Where vehicles are fitted with Gas Discharge or LED Headlamps there is no requirement for headlamp cleaning if the light output is below 2000 Lumens (evidence must be provided)". I did notice recently that my MoT testers beam checking machine has a light meter marked with the light output expected from 'Tungsten', 'Halogen' and 'Other' headlights although there's nothing in the testers manual to say a fail is if there is not enough or too much light other than:
An obligatory headlamp:
a. inoperative, excessively damaged or
deteriorated or has a product on the lens or
light source so that the light output is well
below that required to illuminate the road
ahead. (Reason for Rejection 1.7.5a)
So it seems that we are all legal no matter what bulbs we have fitted.......
Beat you to it......
and I suspect Simon has even more. There used to be a DVD being sold on eBay that was a collection of just about every bit of LPG software (mostly freeware but some not) out there. This is an image of that DVD. Most folders contain more than one version so there's earlier and later versions in case an older system won't talk to newer software. In the case of Zavoli, I've got versions 3 (3.0.1), 4 (4.6.3 and 4.7.6) and 6 (6.0.300 and 6.0.308) but no version 5. If 5 is the correct one for the B suffix hardware, I would have expected anything earlier to have worked.
No Simon, Tony is referring to his system from Vogels (http://www.vogelsautogas.nl/page.html) in Holland. As they are the Dutch importer for OMVL and use a lot of AEB bits, it's very likely they use yet another re-badged AEB controller.