Driving back from North Wales yesterday with the grandkids, when what started out as a whine soon developed into a loud rumble after about 50 miles.
I have just taken off the LHF hub and knocked out the half shaft and CV joint to have a look. The CV joint seems OK but the hub bearing is the obvious culprit. It feels rough in one place as you rotate it.
I had a home made 20t hydraulic press half completed, so I guess I am going to be busy this week finishing it off so I can fit a new wheel bearing.
While I am at it, I want to replace the top and bottom ball joints in the hub and I see a few of you guys have done it before so would appreciate any tips.
I have not replaced them before. Do the ball joints simply hammer out? or is a special tool needed?
The main pages (or top pages) at RR.net were a treasure trove of information, built up over many years by many contributors.
When the new forum owners took over, the top pages were locked and as a consequence could not be updated. I know that Toad, no matter what you think of him, rewrote a lot of the sections but the owners (or IT guys) in Canada in their arrogance refused to alter them.
Just recently with the new look website, the top pages have disappeared altogether. All the forum users have a stake in this, they are not just the property of VerticalScope.
However a link has just appeared on the site. Apparently a guy has saved all the pages to his Google drive.
I have downloaded as much as I can. I can open documents OK but there are still some links to an external website. It needs someone with better IT skills to see if they can be kept as one standalone document.
We should have them available on here.
Just posted a comment on RR.net and this is the message that came up:-
"Thank you for posting! Your post will not be visible until a moderator has approved it for posting."
It is a real pleasure to support this forum. I hope to be a regular contributor.
I have had a p38 for 14 years now. Getting old now like me.
The road tax on my p38 is costing me £22 per month and I haven't used it now for a couple of months. I have other cars to use and the p38 is mainly kept just for towing.
I also need to do a few jobs on it once the weather gets better so it may be off road for a bit.
Tax discs have gone and I was thinking about SORN'ing it (if there is such a word). Anyone else doing it? I see a few of you have more than one p38.
It is all done on line now. It doesn't cost anything and I wondered if there is any limit to the number of times you can switch. Whole months I guess. It is not clear from the gov website. Wondering whether to drop the insurance down to TFT as well.
I have been running Microcat for a long time on my ancient Panasonic Toughbook which I now use just for diagnostics. It runs XP.
However I just dug the disc out to install it on my new Windows 10 (64 bit) machine and it will not install even after trying compatibility mode.
Anyone running it under Windows 10? If so is there a different version?
I have just got off the phone to Mukiwa, or Hoppy to his friends. He has been a regular contributor on here over the years.
He lives near me in Cheshire. We met up after contacting each other on this forum and have kept in touch ever since.
Not spoke to him for a few weeks so just got in touch again.
He has had Corona Virus !!!
Pretty bad by the sound of it. He is a tough guy, 25 years in the Royal Marines. Thankfully he is getting over it. We wish him well.
He said it is OK to mention it on here.
I have just been on RangeRovers.net and I notice that Richard_G is now a super moderator !!
What goes round comes around. I wonder if Gilbertd has an opinion on that ?
New one on me. Car parked up and locked on my drive and suddenly it generates a loud continuous clicking noise.
This is with everything turned off and no key in the ignition.
I investigate under the bonnet, check relays etc and the noise seems to be from the vicinity of the ABS pump. Quite loud. Under the fuse box but difficult to pinpoint exactly, even with a mechanics stethoscope.
I turn on the ignition, ABS pump starts and the clicking stops. The pump runs for maybe 35 to 40 secs before it builds pressure and cuts out. So I suspect the accumulator needs changing. It has lasted 20 years.
Car drives and brakes OK. If I lock it again it is quiet for a few hours but the clicking returns. Presumably as the brake pressure drops.
Question ... what can the clicking be with everthing turned off?
I have previously posted a mod I did to my car which involved fitting a BMW E34/M3 coolant expansion tank. The tank is almost the same but it has the advantage of having a level sensor fitted. Can't recommend more strongly having a coolant level sensor. It saves a lot of grief.
Anyway, to cut a long story short, I was just on the Island4x4 webside ordering yet more bits and low and behold, someone now makes a level sensor which directly replaces the screw cap on the p38 OEM tank. The BMW tank mod is no longer needed, stay with the p38 tank.
Can't go wrong at that price even if it is Britpart.
I have just been reading about Death Valley in California. It has just set a new record for the highest recorded temperature on earth of 54.4 deg C.
I used to live in Africa many years ago so used to temperatures in the mid 40's, but 54.4 deg C is unbelievable.
As a matter of interest any US members been there? and during the summer? and in a p38?
I need a bit of advice on replacing wheel bearings.
I have just completed fabricating a 20 tonne hydraulic press and I have used it to press out the inner part of my front hub, the bit with the wheel studs on. It started to shift at around 10 or 12 tonnes I would guess.
The bearing inner ring is made in two halves and one half is still wedged on the shaft. I am planning on putting some heat into it to get it off the shaft, unless someone says otherwise. I tried a puller but I can't get the jaws under it (my puller is half knackered anyway).
The inner ring is hard up against the back of the hub and I can see a thin disk. Is this a separate dust seal that I need to retain or is it just part of the original bearing that can be ditched? I can't tell until I get it off. It had the original Timken bearing fitted, which was a double roller bearing with a nylon cage.
I have also removed the circlip and pressed out the rest of the bearing from the outer hub. It was tight, right at the limit of 20 tonnes I would guess before it made a bang and started to move.
Reassembly? After cleaning up the hub I was going to press the bearing into the outer hub first, by just pressing the outer ring. Then fit a new circlip and press the whole thing onto the hub shaft, pressing on the inner ring only. Any comments appreciated.
I also notice my replacement is a ball bearing marked SAHA.
I am in the process of replacing a CV joint and I am struggling to get the thing apart (again). I need alternative suggestions on methods you have used.
I have done near side no problem and I am now on with the off side (after replacing the wheel bearings and top and bottom bushes).
I removed the half shaft and held it up in my hand and whacked CV joint with a heavy hammer. It fell apart no problem.
Fitted a new circlip to the shaft and, using the cable tie method to keep the circlip in place, tapped the new CV joint on. No problem, so far so good.
Replaced axle oil seal and fitted half shaft back. Went back to workshop and realised I had left the spacer off the shaft, bugger.
Now I can't get the new CV joint apart again. I tried whacking it with a brass hammer. I also have a home made puller which consists of a length of 5" diam pipe with an end plate. I clamped the shaft in a vice, put the pipe over the joint with the stub axle through the plate then tighten the nut. I am tightening it with a breaker bar and the shaft is pulling through the vice jaws. It is a considerable force. Any tips or suggestions? I have a spare half shaft and a new CV joint is on order just in case.
Out driving the car yesterday and there was a sudden metallic crunch from underneath followed by a grinding sound.
Eventually got the car home and I have just crawled underneath this morning and drained the rear diff oil into a jug.
Silvery colour and metallic fur on the magnetic drain plug !
Had new recon diff fitted in March (but only 2 pin which I didn't ask for) . It has failed after 3 months.
Has 12 months warranty so should be covered.
Hi, first post so here goes.
I need some opinions please. I have got a 2000 DSE with about 140K miles on the clock.
I have a high pitched noise from the top of the engine at the front. Louder when it is cold, it gets quieter after a run.
It goes OK and starts OK even with engine hot so I don't think the timing chains are too stretched yet.
It does not sound like followers or tappets.
I suspect the EGR vacuum pump. I don't actually need the pump any more as I have blanked off the EGR.
Has anybody removed the vac pump completely? If so does it leave an opening to the end of the camshaft that needs blanking off?
I haven't looked in detail what is involved as yet.
While trying to find the source of a bad rumble, I recently replaced my front wheel bearings. I could swear the rumble was coming from the front and only later discovered it was the rear diff ! Not wishing to lie on my back in the drive to do the job, I got an indy to fit a new diff.
The car is running OK now but I thought I would check out the rear hubs and brakes which was not part of the indy's job.
I am not entirely happy with what they have done. They fitted a refurbished 2 pin diff without asking me and managed to round some of the bolts holding the hub carrier on.
However, one thing I noticed is that they have used sealant on the joint between the hub carrier and the rear axle. They are machined faces with 6 bolts.
I can't see the point of using sealant as the oil seal keeps the oil in the axle. There is no mention of using sealant in Rave.
I need some advice on paint spraying, not the whole car just a few touch ups here and there. I have an air compressor and a couple of new unused paint spraying guns to use.
The last time I sprayed a car was 40 years ago and I remember just using cellulose paint. Things have moved on with different types of paint and I need to know what type is easiest and most forgiving for home use? My car is Blenheim silver, a metallic finish.
I have a few small dents to knock out and I will also try my hand at panel beating. Hopefully once the weather turns for the better.
I will start with the slam panel under the bonnet which is not too visible.
Just got the car through the MOT with no advisories for about the 3rd or 4th year running. I was feeling pretty smug and happy with the car at this point. A nice warm feeling inside.
This feeling lasted less than 24 hours when I came out last Friday morning and it would not start. I investigated and found the in tank pump had gone. It was the original though and had lasted 17 years.
I have since cut a hatch in the boot and now replaced the pump, however the fittings were badly corroded on the old pump and the new pump did not come with any, so I have now ordered new female nuts and olives. However the male part of the joint is part of the fuel pipe and they are relatively expensive from L/R.
I can shorten the old pipes and fit new hose tails but I am having difficulty sourcing them. They seem to be male M12 x 1.0mm pitch and 6mm i.d. Seems to be a bastard size. It is not BSP, NPT or AN. Can anyone confirm the size? It also appears to be the same as used on Defenders and Discos.
Why are the rear mud shields FTC3546, so expensive? Britpart from £72 each and OEM £100 each or even more!
They are just made out of pressed steel with a stiffener bar across.
Anyone made their own?
I had Ashcrofts fit a HP24 gearbox to my diesel way back in 2012. At their recommendation I had a boss welded on to the gearbox sump to accept a temperature probe.
At the time I bought a cheap digital temperature gauge on Ebay and cannibalised the guts. I fitted the digital panel bit into a spare space in the instrument binicle. The temperature sensor that came with the kit was a two wire thermistor type.
It has worked well for 6 years but has just failed. The temp shows 01 deg C.
I have measured the old sensor resistance and it has gone open circuit. I have now plugged a new two wire sensor in (not yet screwed into the gearbox) and the digital panel now does its startup cycle which it didn't before but then shows 130 deg C. at just ambient temp.
The new sensor resistance is about 50 ohms which does alter with temp. I tried it in boiling water. It is an NTC thermistor. Resistance drops as the temp rises. It looks physically exactly the same as the old one.
I thought that all cheap car temperature probes would be standardised, use the same thermistor and have the same range. However I am now suspecting that there are different resistances despite the ranges all saying 0-150 deg C.. Anybody shed some light on this?
I know there are single wire and twin wire types. There is no technical data included with the sensor other than it is 0-150 deg C.
I could buy another complete gauge kit that comes with a sensor so they are a matched pair but the dash will have to come out again to fit it.
One other thing: I measured the voltage to the sensor plug and it is only 5 or 6 volts. Not sure what voltage it should be from the digital head unit. It has a 12v supply to it behind the dash.