Acetone should do the trick. Evaporates nicely too,
I'm still learning the Motronic Nano, but I thought I'd post these just to show how bad things currently are:
Run 1:
NANOCOM - MOTRP38.APP - MOTRONIC fault file
PXXXX = PERMANENT VOLTAGE SUPPLY
FAULT DRIVE CYCLE A
OCCURED 1 TIMES
SIGNAL TOO LOW
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT DOES NOT CAUSE THE
MIL LAMP ACTIVATION
P1300 = CATALYST DAMAGING MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 49 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0305 = CATALYST DAMAGING MISFIRE
CYL 5 DRIVE CYCLE C
OCCURED 45 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = CATALYST DAMAGING MISFIRE
CYL 7 DRIVE CYCLE C
OCCURED 29 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1319 = MISFIRE WITH LOW/EMPTY
FUEL DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0134 = LAMBDA SENSOR UPSTREAM
CATALYST BANK 1 DRIVE CYCLE C
OCCURED 68 TIMES
SIGNAL INVALID
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0300 = EMISSION RELEVANT MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0305 = EMISSION RELEVANT MISFIRE
CYLINDER 5 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0307 = EMISSION RELEVANT MISFIRE
CYLINDER 7 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 2 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
NA
OCCURED 193 TIMES
SIGNAL TOO LOW
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
NA
OCCURED 193 TIMES
SIGNAL MISSING
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
NA
OCCURED 193 TIMES
SIGNAL MISSING
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
Run 2:
NANOCOM - MOTRP38.APP - MOTRONIC fault file
P1300 = CATALYST DAMAGING MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0304 = CATALYST DAMAGING MISFIRE
CYL 4 DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0303 = CATALYST DAMAGING MISFIRE
CYL 3 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0302 = CATALYST DAMAGING MISFIRE
CYL 2 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1319 = MISFIRE WITH LOW/EMPTY
FUEL DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0300 = EMISSION RELEVANT MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 4 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 3 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 2 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = CATALYST DAMAGING MISFIRE
CYL 6 DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1674 = IMMOBILISER - INCORRECT
CODE DRIVE CYCLE A
OCCURED 193 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
Run 3:
NANOCOM - MOTRP38.APP - MOTRONIC fault file
P1300 = CATALYST DAMAGING MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0304 = CATALYST DAMAGING MISFIRE
CYL 4 DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0303 = CATALYST DAMAGING MISFIRE
CYL 3 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0302 = CATALYST DAMAGING MISFIRE
CYL 2 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1319 = MISFIRE WITH LOW/EMPTY
FUEL DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0300 = EMISSION RELEVANT MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 4 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 3 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 2 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = CATALYST DAMAGING MISFIRE
CYL 6 DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1674 = IMMOBILISER - INCORRECT
CODE DRIVE CYCLE A
OCCURED 193 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
Run 4:
NANOCOM - MOTRP38.APP - MOTRONIC fault file
P1300 = CATALYST DAMAGING MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0304 = CATALYST DAMAGING MISFIRE
CYL 4 DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0303 = CATALYST DAMAGING MISFIRE
CYL 3 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0302 = CATALYST DAMAGING MISFIRE
CYL 2 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1319 = MISFIRE WITH LOW/EMPTY
FUEL DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0300 = EMISSION RELEVANT MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 4 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 3 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 2 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = CATALYST DAMAGING MISFIRE
CYL 6 DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1674 = IMMOBILISER - INCORRECT
CODE DRIVE CYCLE A
OCCURED 193 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
Run 5:
NANOCOM - MOTRP38.APP - MOTRONIC fault file
P1300 = CATALYST DAMAGING MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0304 = CATALYST DAMAGING MISFIRE
CYL 4 DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0303 = CATALYST DAMAGING MISFIRE
CYL 3 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0302 = CATALYST DAMAGING MISFIRE
CYL 2 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1319 = MISFIRE WITH LOW/EMPTY
FUEL DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0300 = EMISSION RELEVANT MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 4 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 3 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 2 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = CATALYST DAMAGING MISFIRE
CYL 6 DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1674 = IMMOBILISER - INCORRECT
CODE DRIVE CYCLE A
OCCURED 193 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
Run 6:
NANOCOM - MOTRP38.APP - MOTRONIC fault file
P1300 = CATALYST DAMAGING MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0304 = CATALYST DAMAGING MISFIRE
CYL 4 DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0303 = CATALYST DAMAGING MISFIRE
CYL 3 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0302 = CATALYST DAMAGING MISFIRE
CYL 2 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1319 = MISFIRE WITH LOW/EMPTY
FUEL DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P0300 = EMISSION RELEVANT MISFIRE
MULTIPLE CYLINDERS DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 4 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 3 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = EMISSION RELEVANT MISFIRE
CYLINDER 2 DRIVE CYCLE C
OCCURED 1 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS PERSISTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1000 = CATALYST DAMAGING MISFIRE
CYL 6 DRIVE CYCLE C
OCCURED 5 TIMES
SIGNAL TOO HIGH
FAULT IS CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
P1674 = IMMOBILISER - INCORRECT
CODE DRIVE CYCLE A
OCCURED 193 TIMES
SIGNAL TOO HIGH
FAULT IS NOT CURRENTLY PRESENT
FAULT DETERMINED AS INTERMITTENT
FAULT CAUSES THE MIL LAMP
ACTIVATION
Brake bleeding- what a bleeding pleasure that is!
Took 5.5 litres of DOT4 to completely flush the system. The rear calipers were the worst. Interesting that as part of the MOT the week before I bought it, the rear cross pipes were replaced. My guess is that whoever did the job just bled the brakes in the old fashioned way, by opening nipple and pressing pedal.
That alone would account for my apalling brakes. The fact that I bled out 1/3 litre of what appeared to be milk from the rear was also a bit of a worry.
Anyway, all fluid now clean and bright, new pads fitted, new accumulator fitted, all sliders free, pistons easily pushed back with no seal damage or rust so I'm now confident that even if I can't get the car to go, I can get it to stop!
Now for a crawl about with a grease gun before I put wheels back on and surrender to the icy temperatures.
EDIT- definitely quitting time, Was wondering how my NSF tyre had such low tread, lost its centre cap and i hadn't noticed, When I dropped car to floor it was also flat! Spent a few minutes wondering where LR gremlin was hiding before realising I'd refitted the spare tyre :(
Could be- I'll save that for my next plug change!
Did you see my mail re doorlocks, by the way?
Martyuk wrote:
The BPR6ES fit on my heads...
However the old set from my old engine/heads were the smaller socket on them... they were BCPR6ES - I'm guessing the same thing but with the smaller socket head..
Just make sure they fit first!
https://rangerovers.pub/topic/305-resurrection-vogue-se-a?page=2#pid4215
Ferryman wrote:
Martyuk wrote:
I use NGK BPR6ES on my Thor aswell, and they seem to run fine, both on Petrol and LPG.
Ditto
Another good in parts day!
Friend needed used washing machine moving and installing in his Mum's flat, Time we'd lugged it up the stairs, found the feed pipe washer was split and bought a new one. Found the waste pipe was leaking and located and fitted a new one it was 1330 by then so not much car time left.
Tested locks with Nano. Both fronts have microswitch problems so need replacing.
Started on brakes, Went surprisingly well apart from spending 10 mins with wheel nut lock cap remover trying to remove nuts with concave caps, which proved to not have security locks fitted! Broke plastic cap remover. Flushed 1 caliper, cleaned nipple, greased sliders, replaced $hitpart pads with Mintex- only 3 wheels on my wagon left to go tomorrow :)
Oh yes, dropped my soldering iron in a bucket of antifreeze which went pop in a rather cute way. Some days you really should stay in bed...
Every P38 is a project P38 :)
mace wrote:
Oh so it's you folks that're buying up all the project P38's around here then >:|
Ta Marty- watch this space. New BECM to go in first. Going to check locks now, then onto brakes...
Is there any way of "proving" the EKA code without actually disabling the car and then seeing if it works? I have what LR tells me is the original EKA for the car, and the original lockset/ BECM (I think) ready to go back in. It would be nice to know that the EKA works before I have to use in anger. I do have a Nano, BTW and a late enough BECM/ ECU so that I can enter with Nano.
Having reflected overnight, I'm going to do the lock tests on Nano today and put all the original electrics back on car. I'm suspicious of the temporary Motronic ECU as it's reporting weird settings (4.0 L etc).
New coil packs won't be here until tomorrow so can't do anything with those anyway.
If time, I'll do the brakes as well cos don't need a running motor to do those! Also my mate needs my large axle stands to do clutch on his Ford Ranger at weekend.
Hopefully worst case I'll just have to re-sync BECM/ ECU. Will plug in LPG diagnostics of various vintage to see what that's telling me as well...
Search Amazon for the endoscope. I got this one:
DBPOWER 8.5MM 2M 2MP Cellphone Endoscope for Android System with OTG and UVC Function & Compatible with laptop (USB adapter included).
My suspicions are upper plenum, it was a beach to get back on and didn't seem to seat with a satisfactory thump!
I didn't disconnect coil pack feeds (but will when my new ones turn up from LRD). Did clean IACV though.
Probably going to pop the upper plenum off to do coil packs- be a good chance to see if I've screwed up any HT lead connections.
I've never tried diagnostics on LPG yet (long story), but will do as part of fault finding.
Onwards and upwards- managed to reverse the blue RR into the Doc's wall this evening, fortunately with the towbar. Must fix my reversing lights, one day...
Gas doesn't currently work anyway, since my "improvements". I'm guessing I've knocked a connector or something pulling the ECM in and out and moving the loom where it was tied in a lump in the old ECU box. No lights on gas/ petrol switch at moment.
Once I've got it to work on petrol, I'll move onto the gas.
Sigh...
Demoralising? No, just the normal glitches you'd expect after what was some pretty radical surgery.
Wanna swap places?! I'm now the world's demoralised expert :)
I's swap the spring washer under the offending bolt for a decent flat washer and give the bolt a wipe with Loctitte 5776 or similar. (Definitely not RTV which isn't designed to resist shear) which would seal the thread and prevent the bolt working loose (not that I imagine it would).
My memory's a bit hazy at the moment so maybe someone can correct me, but doesn't the long bolt actually go into the waterway? If it does, that's how the coolant is getting up the shaft. Seal that and your problems are over!
I was thinking down that road too. Have ordered 2 new coil packs as well. The oil leaks before can't have helped their longevity. Maybe the oil has got to the CPS. Perhaps the flex plate's on its way out. Mega pessimism rules at the moment. Have bu&&ered up something moving the gas stuff round too. No light on gas switch :(
On the plus side, I've now got an endoscope/ borescope that plugs into my Galaxy Note so can operate blindly down the back of the engine...
Nothing would surprise me! Off to Docs now so giving up for the day. Taken some Nano readings to interpret when I have a sec.
Any other suggestions as to what I've screwed up most welcome :)
Actually, any words of encouragement would be equally welcome. Having lost most of "festive" season time opportunity to work on car, I'm feeling much time pressure to get this thing sorted and out of workshop.
Ah well Tony- I'll head back to workshop with box of matches and your advice! Ta!
Pleasingly, the car now runs worse than when I first started working on it. Multiple missfires, backfires, I obviously haven't lost my touch.
Off to check stupid things first, like having got plug wires backwards or something.
Unhappy...
Done Tony- thanks
Topic started Gordon. Don't know if you can make it a sticky or stick near top of the list though!
https://rangerovers.pub/topic/332-handy-folk-you-may-not-know-about?page=1#pid4574