Thread: Simpson washup

In your particular case
No ECU reader will locate the actual fault, at best you’ll get a code
For loss of MAP (but you don’t need a computer for that because you could hear it)
Diagnosis was made by you - induction air leak.

Good ol process of elimination will eventually find the air leak... start at the turbo and work towards the inlet manifold. but you WOULD need a device to clear the fault once fixed

I’m guessing the bush mechanics couldn’t be bothered following the induction piping as opposed to any particular difficulty in doing it. The induction plumbing on one of their beloved Toyota 1VD eights would give them apoplexy if they were struggling with a tdci! Never mistake competence or lack there of for motivation.

The fact it only cost $300 to fix means a motivated mechanic found the leak in minutes then fixed it.

Glad your back safe. As Tombie says on here, vehicles with ECUs should have a means to Read and clear faults in their spare parts toolbox no different to a spare air/fuel filter and cable ties.

S

Sorry to hear about your problems.
I like to tell mechanics its a Ford engine and gearbox, seems to make them much happier.

You could tell them its a two stroke rotary opposed piston engine and they'd believe you. Probably wouldn't encourage them to have a go at fixing it though.

I had a limp mode incident last Christmas in the High Country, which could have ended the same way. Fortunately I had my IIDtool with me so was able to read the fault code and work out what had happened. Then I could clear it and continue on. Without it I’d have been limping out with great difficulty then flat-bedding it to Albury - on Boxing Day.

I think having the ability to read and clear fault codes is vital if going remote.

And, yeah, isn’t the road between Dalhousie and Mt Dare in a shocking state.

Cheers,
Jon

Originally Posted by jon3950

I had a limp mode incident last Christmas in the High Country, which could have ended the same way. Fortunately I had my IIDtool with me so was able to read the fault code and work out what had happened. Then I could clear it and continue on. Without it I’d have been limping out with great difficulty then flat-bedding it to Albury - on Boxing Day.

I think having the ability to read and clear fault codes is vital if going remote.

And, yeah, isn’t the road between Dalhousie and Mt Dare in a shocking state.

Cheers,
Jon

It was three yrs ago,and the road to Finke was worse

A code reader is more necessary than a second spare tyre these days for remote travel. Some ability to interpret the reading to locate a problem is also helpful, but mostly the ability to clear a limp mode.
I had a stone go through my aircon condenser not long after buying the vehicle; genuine condenser was quoted in the thousands, aftermarket suppliers did not list one...HOWEVER I discovered that the late model TD5 defender has the same condenser and the aftermarket suppliers have that for a few hundred dollars. Ask a Natrad place to look up the TD5 Defender condenser, there will be a couple of different types and you want the latest of them.

Originally Posted by jon3950

And, yeah, isn’t the road between Dalhousie and Mt Dare in a shocking state.

Was bad in 1996 too. Blew a shocker in the P76 but I carried a spare so no biggie.

We had to limp out of the Simpson Desert in July this year in the D4. Went into limp mode a half day into the desert. Used the IID tool but no faults logged. Tried clearing regularly but would drop into limp mode within 50m. Also tried total battery disconnect, wait 30 mins and reconnect. Same event, no faults logged, even though in limp mode. Eventually after many hours of climbing dunes extremely slowly, we were on the flat into Birdsville when the error codes appeared. Took it to the mechanic as we could see nothing obvious. Neither could the three of them, in consultation with an LR specialist in Brisbane. Flatbed home for the D4 and flights for us. Turned out to be a seized CSO valve.