Got the common fault appeared on my 2003 TD6. Battery voltage is fine, but the 'raise/lower' button light is constantly on, and its stuck in normal ride height. Is there anything I can check or clean before splashing out on an IID Tool please, as a recent house move is tieing up a lot of my finances at the moment.

Do the ride height sensors get dirty or need cleaning, resetting? And if so, where are they and what do they look like?

Cheers

Have you tried the full lock to opposite full lock and back... this should reset the EAS and clear the screen of doom Then if that works, I think I'd be putting it into high switching off and go around the car listening for a hiss... hopefully it will be the source of the problem and not a snake

If you manage to clear the screen of doom but fail to get the car in to high range, then I'd be looking at the pump...FYI, if your going down the rebuild it yourself route, it will save you a lot of heartache if you strip the pump and check the bore before you buy the kit..... only if the bore is scored then it doesn't matter how many rebuild kits you throw at the pump it isn't going to work very well  Yesterday I couldn't spell Engineer... Today I are one!
Inventor of the 'Guide-o-Matic automatic wheel alignment tool'
Former long term L322 owner, Up/Down graded to a Classic Tractor!

Sorry for the late reply Miggit, had loads on at home and only had a chance to sit back down. Yep, tried the lock to lock but nothing, fault still there.

Have since fitted a brand new Varta battery on her as it died the first freezing morning we had 2 weeks ago. Had the car scanned and fault reset by the guy who fitted the battery for me, wa all good for 10 days. Fault is back again, so I'm guessing there is an actual fault.

When it was working fine, it would go into high mode, and lower to access mode correctly, and I would raise and lower it a couple of times a week to keep it working freely. She's done 110k so could it be the pump/compressor?

Am open to suggestions on the rebuild or exchange route if thats what needed, is it a pig to do?

Might be worth trying http://bagpipingandy.com/compressor.html

Straightforward and the video he does makes it really easy. John
2008 Stornoway Grey 3.6 Tdv8 Vogue - SOLD
2005 TD6 Java Black Vogue - Written off!!
GAP iiD BT-Sold

Along with the piston ring kit mentioned above I would change the air drier granules.

http://www.ebay.co.uk/itm/281769623406?_tr...EBIDX%3AIT

I opened my drier up and the granules were sodden wet. The thin foam filters either end (supplied in kit) were also wet, this meant with the freezing temperatures we have had lately the pump was struggling to pump air through the now frozen water in the foam filters.

Both the piston and drier kit is an easy DIY option, and should take you no more than an hour to do.

Best thing to do before spending money is ask the guy who cleared the faults, what the fault was, if you know which part of the system is at fault then it saves just chucking money at it, it could be a height sensor, a valve block and quite a few other things as well as the compressor...

The sensors are sealed and not serviceable they just wear out over time....

If the dryer granules are wet you can put them on a baking tray and bake them in the oven for 30 mins at 100deg C and they are as good as new again, the foam is easy to clean and dry as well....  Pete
__________________________________________________
2014 L405 Autobiography SDV8 4.4 Loire Blue Ebony interior
2012 L322 Autobiography 5.0 Supercharged Ipanema Sand Sold
2011 L322 Vogue SE 4.4 TDV8 Baltic Blue. Sold
2002 L322 Vogue 4.4 V8 Epson Green (Fatty Offroader) Sold
-Click for Project Fatty off roader-

You may get away with putting the granules in the oven, I certainly hoped I could.

My granules were brown (should be white) and the foam was wafer thin and dark brown as well.
They were 14 years old afterall...

Worth trying though.

For the price I'll be changing the drier granules as part of my yearly service

Fair point, I'm a northerner now so like the "cheap" route... mine were pretty white and looked fine, maybe they had been replaced in the past...  Pete
__________________________________________________
2014 L405 Autobiography SDV8 4.4 Loire Blue Ebony interior
2012 L322 Autobiography 5.0 Supercharged Ipanema Sand Sold
2011 L322 Vogue SE 4.4 TDV8 Baltic Blue. Sold
2002 L322 Vogue 4.4 V8 Epson Green (Fatty Offroader) Sold
-Click for Project Fatty off roader-

Thanks all, am going to have a go at refurbing it myself with the kit, errrrr where do the drying granules go please? (never pulled one apart so no idea I'm afraid)

Have watched bagpipingandys video and looks easy enough to do.

Very obvious when you get it apart, be careful, if they are dry they are nearly lighter than air and go everywhere with the slightest breeze.....  Pete
__________________________________________________
2014 L405 Autobiography SDV8 4.4 Loire Blue Ebony interior
2012 L322 Autobiography 5.0 Supercharged Ipanema Sand Sold
2011 L322 Vogue SE 4.4 TDV8 Baltic Blue. Sold
2002 L322 Vogue 4.4 V8 Epson Green (Fatty Offroader) Sold
-Click for Project Fatty off roader-

WABCO drier granules replacement video

Thanks everyone, so would you go down the repair it route first? Watched a video and it said buying a new compressor everything in it is new, where as repairing it only the piston ring and seals are new.

what do most do?

Richcl wrote:

WABCO drier granules replacement video

There's something reassuringly reassuring about a northerner working on t'car

Had the same on my old one, new compressor, still not cured.

There is an air tank in the offside sill, mine had a piece of wood stuck in it causing a leak.

£1300 late it was cured, dealer fit and software up date Three things in a blokes life his dog,his car and a Cornish pasty,nothing else matters.

2010 Range Rover Vogue SE Santorini Black, Arabica Aniline seats

Previous cars
1973 Mini 1000
1971 Hillman Avenger
1975 Chrysler Sunbeam
1981 Ford Cortina
1985 Volvo 340
1989 VW Golf
1989 Volvo 240
1991 Volvo 240
1991 Jaguar Soveriegn
1996 BMW 730
2003 Honda CRV
1999 Jaguar Soveriegn
2003 Range Rover HSE Epson Green with Sand trim.

Interesting Stormin, is the tank something you can see just by laying under the car? (thought I'd check if its an easy thing to eliminate)


Also (to everyone), if I'm planning on keeping the car another 2 or 3 years, would you buy a refurbed compressor (if its needed) for approx £300, or service it yourself for approx £45 (cost of o-ring kit and new granules)

Are there other parts you get refurbished in a refurb compressor other than the o-ring etc?