toby - if you do find out that it's the ABS Control Module - I had mine reconditioned by Essex Recons down in Dagenham, it cost me £150 quid and every bit as good as I new one I believe

https://www.essexrecons.com/shop/abs-units...r-service/

Thanks. It cranks but does not fire, though it doesn't do anything with a flat battery

I've had it suggested that a CTEK can't charge a flat battery and I may need a 'normal' charger. I am not sure but I will see if Lidl has anything on offer today. 2012 Vogue TDV8 in Aintree green over sand

A friend is lending me her charger tomorrow but i can't see what difference it will make.

The dash is flashing whilst connected to the charger so I have removed the negative lead to the battery.

 2012 Vogue TDV8 in Aintree green over sand

A friend loaned me this charger and I think the battery is taking charge. It has a handy bluetooth connection to an app for live data. It has not errored so far but I will give it a bit longer and connect the battery on Friday.

Click image to enlarge

In other news, the insurance renewal has come through: £486 up from £430 with esure. I tried the usual sites and the minimum elsewhere is £510. Direct Line declined to quote.

Hmm. Why on Earth is it so expensive? - it's not far off 10% of its overall value (if it was working, of course). FFS it's a 13-year-old car! 2012 Vogue TDV8 in Aintree green over sand

Nice one

With the borrowed charger I have a lot more volts than the CTEK could achieve. I am grateful for the suggestion.

Today I decided to plug in the GAP tool after a few hours charge today. No flickering lights on the dash, at least, but some new codes. TBH, I am putting these down to low battery voltage still. The fuel pump error piqued my interest but alas, even this excellent forum does not return any result for the code when I searched.

I inquired about resetting this pump on a 405 post, but I do not even have the option in my GAP tool.

in any event I have decided to leave the poor weather and take a month in sunnier climes, so I will not be revisiting this until April, at the earliest. I am still undecided whether to renew the insurance due to this, but I probably will. Even an immobile L322 could catch fire, right?

Click image to enlarge

One year of ownership today. I couldn't find any other company cheaper than esure so it renews today.

What I find surprising is this thread has over 20,000 views. I am still working from warmer climes and not back for a few weeks yet, but I'd be lying if I said the absence has made my heart grow more fondly for it.

I'll have a go at most jobs that do not require a lift, but it's not knowing what's broken that is the most annoying part, especially as it ran before my grubby mitts started on it.

This forum is a great resource though and it is a massive help. There is one other thread with a similar-sounding issue but the poster has not returned for a few months with an outcome.

I'd like to declare 'it will run again!' but I am not taking anything for granted. 2012 Vogue TDV8 in Aintree green over sand

Your non-start issue only began after you changed the fuel pressure sensor and did something to its wiring. I would revisit that wiring. L405 D350 SE Carpathian Grey D5 19" rims

And the upper HPFP pipe to the rail. I've been researching more elsewhere and in the W.M. and I think I am drawing up a structured plan to follow. To be continued... 2012 Vogue TDV8 in Aintree green over sand

A little bit of playing around today. I have:

1. Charged the battery fully to the green symbol on my CTEK.
2. Put in 5 litres of diesel. The gauge has definitely moved up a bit.
3. Reconnected the ECU next to the battery. Cleared the 'phone book of fault codes.
4. Ignition on for 30 seconds. The low pressure pump starts and I can feel it whirring away.
5. Ignition on for 60 seconds. The low pressure pump is running.
6. Firm press on the brake and go for a start. It catches and dies immediately. I can see a whiff of blue smoke from the engine bay.
7. Another crank. Same result as 6. DPF full yellow warning.

I leave it for a while and plug in my GAP tool. I recorded two more cranks with the following data.





I am none the wiser really, but without a second pair of eyes looking for me during the crank, I decided against more as I can't see from where the blue smoke eminates. TBC... 2012 Vogue TDV8 in Aintree green over sand

did you actually double check about the ABS Control Module

these beasts need a positive message back from the ABS control module for the car to crank from the "Start Button" inside the car

they also need to see hydraulic pressure in the ABS system, you may have to bleed the brakes again to make sure this is not the problem for the no crank off the "Start Button"

to rule this out you could buy a second hand ABS Control Module off ebay for £20 quid , the part no is CH322C405AD

It is cranking. You should be able to hear the crank in the above clips.

I made some notes from gathering information from other sources. This is mainly for my benefit so I don't go on a wild goose chase.

From a different forum:

The HP fuel pump will shut down in the event of too high a pressure by means of closing off the fuel metering valve, there is also a non-return valve in the fuel line after the fuel cooler which may be blocked / restricted.

It may also be simply fuel returning from the injector spill line which connects to the return, the non-return valve will require some pressure to actuate, removing the return line from the HPFP will cause that pressure to vent from the line there."

And from the W.M.

"The metering valve regulates the amount of fuel that is delivered to the common rails via the pumping elements. When there is no signal to the metering valve the valve is closed, therefore there is no fuel delivery.

The fuel metering valve default is closed without electrical supply. An open circuit connector will prevent the engine from running." 2012 Vogue TDV8 in Aintree green over sand

Nothing to report other than I have bought an adaptor based on Baloonengineer's sizing in his HPFP thread. Now I need to source a gauge and I need to look up how to loosen the Schrader valve.

Hello.

The procrastination continues.

I asked Woody (of the secret garage) on his YouTube channel about the circumstances of his HPFP replacement and he also drove his with a broken FPS (fuel pressure sensor). He damaged it in almost exactly the same way as I, during replacement of the oil cooler. This led to a failure to proceed - crank, no start.

His garage replaced both pumps but only after the HPFP did it run again. This makes me wonder if even just a short drive without a working FPS causes terminal damage to the HPFP.

What does ChatGPT make of it?

Yes, driving a 2012 Range Rover 4.4 TDV8 with the fuel pressure sensor disconnected can potentially cause damage to the high-pressure fuel pump. Here's why:

1. Fuel Pressure Regulation: The fuel pressure sensor is a critical component that provides the ECU (Engine Control Unit) with information about the fuel system's pressure. If the sensor is disconnected or malfunctioning, the ECU may not receive accurate data, causing it to incorrectly adjust fuel delivery or pump operation.

2. Risk of Over-pressurization or Under-pressurization: If the system doesn't know the correct fuel pressure, it can lead to improper fuel delivery. This could either over-pressurize the system, stressing components like the high-pressure fuel pump, or under-pressurize, which could cause fuel starvation and lead to engine misfires or poor performance.

3. Potential Damage to the High-Pressure Fuel Pump: If the high-pressure pump is constantly running at incorrect pressure (either too high or too low), it could wear out prematurely or fail entirely due to the constant strain. In extreme cases, a lack of correct pressure regulation can lead to cavitation, which damages the pump components.

4. ECU Fail-Safes: Some modern vehicles may go into a "limp mode" or reduced power mode if critical sensors like the fuel pressure sensor fail, but this still leaves you driving with the risk of suboptimal fuel system operation.

It’s definitely best to address the issue with the sensor as soon as possible to avoid potential damage to the fuel system, including the high-pressure pump.

Thus, one option could be to replace the HPFP with a known, working used pump rather than throw the best part of £1,000 for a new HPFP (although I see Autodoc has them for £700 now). If the used pump fixes it then just run it until it fails, accepting that could be any time but at least one knows that was the issue.

The problem is finding a known, working used pump, ideally on a running car before removal. I don't fancy my chances on the eBay lottery from the various sellers on there. 2012 Vogue TDV8 in Aintree green over sand