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kimlahti

Member Since: 14 Oct 2015
Location: Oulu
Posts: 85

2008 Range Rover Vogue TDV8 Alaska White

Looks suprisingly rusty. Specially when everything is covered with plastic and there is no mechanical influence on these surfaces.

Cleaning started. So far looks relatively good. No welding needed. But I am not finished yet. Joint of boot floor and wheel arc and side panel looked interesting.

Sand blaster may be too strong tool for it.

-08 3.6 Vogue
-87 951

16th Aug 2016 8:12am

kimlahti

Member Since: 14 Oct 2015
Location: Oulu
Posts: 85

It seems that some welding is needed after all.

Click image to enlarge

-08 3.6 Vogue
-87 951

18th Aug 2016 10:26pm

kimlahti

Member Since: 14 Oct 2015
Location: Oulu
Posts: 85

I couldn't find the bottom piece from parts catalogue. It needs to be done from scratch then. After some saw action point of no return was passed.

Surface part is going to be interesting to fabricate as I don't think I can do it from one piece. Perhaps only two pieces are needed.

-08 3.6 Vogue
-87 951

26th Aug 2016 8:07am

kimlahti

Member Since: 14 Oct 2015
Location: Oulu
Posts: 85

Ended up doing this from three parts.

Now all those parts should be welded to car.

Just, remembered that when I was reversing rangie to garage I noticed a hissing noise coming from transmission when reverse gear was engaged. Could not compare with 730d autobox as it's engine is so loud. Is this noise normal?

-08 3.6 Vogue
-87 951

29th Aug 2016 11:26am

kimlahti

Member Since: 14 Oct 2015
Location: Oulu
Posts: 85

And after some welding exercise pieces are now part of the car. Let's see how long it lasts now. Painted already with primer but didn't take any photos. Fumes were smelling too good.

-08 3.6 Vogue
-87 951

29th Aug 2016 7:28pm

northernmonkeyjones

Member Since: 24 Mar 2012
Location: derby
Posts: 8760

2016 Range Rover Autobiography SDV8 Santorini Black

Not shy of a bit of work, looks a good job, and should last at least as well as the original panels...... There is nothing that can't be fixed with a hammerðŸ˜œðŸ˜œ
FFRR 4.4 SDV8 Autobiography Santorini Black.
KIA E-Niro 4+
2021 Discovery 5 D300 MHEV commercial

29th Aug 2016 8:04pm

doclees

Member Since: 25 Jun 2015
Location: PA
Posts: 672

Bodywork always impresses me. I know it isn't rocket science and I should learn it someday.

30th Aug 2016 1:04am

doclees

Member Since: 25 Jun 2015
Location: PA
Posts: 672

Bodywork always impresses me. I know it isn't rocket science and I should learn it someday.

30th Aug 2016 1:07am

kimlahti

Member Since: 14 Oct 2015
Location: Oulu
Posts: 85

Definitely not rocket science. Closer to witchcraft in my opinion. -08 3.6 Vogue
-87 951

31st Aug 2016 7:56am

kimlahti

Member Since: 14 Oct 2015
Location: Oulu
Posts: 85

As you can see I'm not Harry Potter. But that'll do for now. If it is not rusty again when everything else is fixed I might fix this.

Next task is rear axle joints replacement.

-08 3.6 Vogue
-87 951

5th Sep 2016 7:05am

kimlahti

Member Since: 14 Oct 2015
Location: Oulu
Posts: 85

Finally on the road. Here waiting MOT inspection.

It failed because of pending fault codes P0011&P0021 in engine ECU. They seemed to be from VCC timing being off. Chinese tool set for M62 was not accurate enough to set intake cam trigger wheels. Had to reset those using the inspection hole in upper chain cover. Here are some before and after pictures.

Click image to enlarge

After fixing those inspection was passed and rangie is officially road legal again.

There is small vibration coming from front ( I think) that can be felt when coasting at slow speed. Could be something like in this case: http://www.fullfatrr.com/forum/topic1510.html

Outside town test drive revealed the good old feature that when alternator is not charging and battery is about to turn empty radio turns off. In this it seems to be also that chrismast tree lights set up in instrument cluster but battery light stays off.

After wiggling alternator connector (the small wires) charging seemed to return but it is quite low at idle and after start it may take several seconds before voltage goes over 13V.

Test drive also revealed that lights are good and ride is nice except the sport exhaust drone. And it seems that RR is quite thirsty after sitting two years.

15l/100km when driving about 100kmh speeds according obc. In real life it seems to be closer to 20l/100km. Torque converter is unlocked quite easily. Even too easily to my taste but maybe chrismast tree lighting was affecting to that too. Even when battery voltage was 14V lights were occasionally set up. Steering wheel being about 10 deg off centre might affect that too.

To-do list: Steering wheel, front drive shaft u-joint check, alternator check/repair. -08 3.6 Vogue
-87 951

20th Sep 2016 7:49am

kimlahti

Member Since: 14 Oct 2015
Location: Oulu
Posts: 85

Steering wheel straightened and wheel speed sensor connector from right rear was lubricated with wd40 (fault code found with INPA from DSC) and fault lights have not appeared again.

Charging may be working as specified. It seems that there is a load control function in alternator that limits output current changes. It can take almost 10sec before alternator is giving full output after start. Will see if this the case.

Torque converter LUC unlocking too easily seems to be actually not locking at all. Found code P0741 from EAT ecu. It is yet to be verified if this is electrical fault. Have been reading RRPhil's messages on several forums to find where to look next. Next step is to check solenoid resistances from ecu connector. -08 3.6 Vogue
-87 951

26th Sep 2016 7:15am

kimlahti

Member Since: 14 Oct 2015
Location: Oulu
Posts: 85

Short measurement session with multimeter and result is LUC solenoid having open loop at gearbox connector. Need to source new or second hand solenoid. But good news is that it drives normally otherwise and tomorrow it is time for new windshield.

-08 3.6 Vogue
-87 951

27th Sep 2016 7:26am

kimlahti

Member Since: 14 Oct 2015
Location: Oulu
Posts: 85

Finally got her in garage. Opened transmission pan and measured the LUC solenoid. It was OK. So I have cocked up my measurement earlier and I find that wiring diagram has error in transmission internal part. Took out the solenoid and it seems to work when powered. Still replaced it with the spare unit in hand. What else could be wrong? Valve block failure? New torque converter broken? -08 3.6 Vogue
-87 951

22nd Oct 2016 3:51pm

RRPhil

Member Since: 22 Aug 2011
Location: Blackburn, Lancashire
Posts: 1014

In order of expense and hassle I would address your LUC issue in the following order:

1. EDS4 solenoid (or associated wiring)
2. Valve body assembly
3. Torque converter
4. Hydraulic leakage in transmission

It sounds as though you’ve already made a start on number 1.

Regarding a valve body fault you could certainly check that the WD-V & WK-V spools & springs in the lower front block are in good condition

Click image to enlarge

Vacuum testing can help identify worn bores

Click image to enlarge

but ultimately the only way to be 100% sure is to test the assembly properly on a Hydra-Test machine (or similar) where the pressure response to a given current input is measured and reported. I get all my valve bodies assemblies tested this way after I’ve rebuilt them.

For the torque converter itself, we have discussed many times on here how difficult this ‘captive clutch’ design is to re-manufacture because the lock-up clutch piston retainer is friction welded into position at the factory and the weld has to be released and, after the friction plate is replaced, then re-welded very accurately back into position because of the miniscule LUC piston movement (only 1mm in total, on to off).

Click image to enlarge

How confident are you that your converter was re-manufactured by someone who knew what they were doing?

Obviously option 4 is a last resort as a complete rebuild is required (but certainly the most fun)

Click image to enlarge

On early 5HP24 casings there were a large number of plugged tapping points from where you could externally measure just about all of the different element hydraulic pressures, including both the converter pressure (WKa) and the lock-up clutch pressure (WKz). ZF modified the castings over the years, progressively removing the majority of these tapping points including, unfortunately, the TC LUC pressure. The converter pressure tapping point remains (next to the cooler feed port on the LH side of the maincase)

Click image to enlarge

Another forum member, mattstevenson2005, is going through a similar process to yourself to determine which of the four options is causing his lock-up clutch issue and I was interested how big an effect Matt said an non-operational LUC had on his fuel consumption.

By the way, what is the error that you found with the wiring diagram in the workshop manual? – I haven’t noticed it.

Phil

Admin note: this post has had its images recovered from a money grabbing photo hosting site and reinstated

24th Oct 2016 2:44pm

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