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You are correct Phillip, mesh can be a lot worse.
See foolish people out here all the time with shade cloth in front of their vehicles.
When asked why - “it keeps bugs from getting into the radiator and making it run hotter” - well no, no it doesn’t.
Finally proved it to a bloke with a couple of thermocouples and a quick drive.
Fitted the ACE pump and thanks to the info on this forum, the bleeding was a cinch with a loose banjo bolt and off went the ACE light on the dash. Nanocom of course told it was a speed sensor!
Then when changing the power steering pump, moved the reservoir and noticed a pin hole leak, it wasn't noticeable when we bleed it and of course with the intercooler and turbo piping, totally hidden. The power steering pump which I erroneously purchased due to thinking it was issue was changed as well. May as well have the second hand one I got as the spare on the shelf.
The replacement hose was extortion, $66 for less than a foot long hose...
Well last night a short drive to a mates to discuss next weekend and a future Robe trip, heavy steering again and getting out, the total evacuation of both sides of the reservoir. I had put the hose on the PS pump and the BIL had installed and not tightened it and together we had a very open outlet for the fluid it appears. So back today to tighten and refill both sides of the reservoir only to find a drip still on the drivers side.
Had checked the pipes when I changed the filter in the ACE system, all the way along to the actuators and they were dry. Had therefore assumed that the leak was the one found in the pipe to the reservoir.
Well not today, the upper pipe to the front actuator just where it come through from the engine bay had a leak. Looks like a PITA job and dependent on the price of a new hose, may just take the old one down to pirtek and get them to replace the rubber. May as well take both down actually and then install with a suitable protective cover. Suppose after 269K's a new pump is going to pump harder...
Attachment 177436
First time I have Edward D2 and Robyn D2a together since I started the work and it looks like Robyn has shrunk in the rain...
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Finally replaced the crash damaged rear quarter panel, got a temporary window in there but she's finally drivable. Still tossing up buying/making a window hatch. Currently rocking wood rear bar with some trailer lights for the moment but eh.
There is a step by step at overland-rovers.com on the materials needed and steps to make a hinged window.
Regards PhilipA
Whoops looks like the site doesn't exist any more.
I will have a look if I have in pdf.
OK I have it for D1 as a docx file so if anyone wants it message me with their email and I will send it.
She got registered for another year.
After having to mess around doing the 3 Amigos mod. New mechanic knocked it back because of the 3 Amigos. I've been meaning to do it for a while I just never got around to it. It took me a couple of hours, most of which was waiting for the rain to subside so I could get an extension cord outside for my soldering iron to do the yellow/green wire.
Well got the tools out, again and got the HP and LP lines out, whilst the HP line was fine, LP had about a 2mm hole through it. Appears that no one stocks the pipes on the shelf and was even quoted to get them from UK... Geee it dumped the fluid out quick today, filled the reservoir for the pump and only a 15m drive into the yard it was empty and another gift to the road was given.
Only took about a half an hour although thought may have to remove the strut tower, no just the plastic insert behind the battery tray and then fiddle the banjo clips through.
So off to pirtek with them and will be about $130 for both pipes/hoses with metal spring fittings around them for protection. Just have to source the collets and may as well change the valves whilst at it, at least the front ones. Me now thinks that this should be on anyone's maintenance list preparing for a big trip or it hasn't been done since new.
SO it will be ready for the High Country on the weekend, getting excited!
Oh and got it booked in for the Auto TC changeover in a fortnight, know I have read how much of a difference it will make but can tell you I am looking forward to the surprise.
After an unsuccessful attempt to find the collets for the ACE pipes, ordered some from UK. They are not available at LR by the way. Would suggest for people doing anything with the pipes to get these pre ordered!
So pipes were ready and had to reuse the collets but we installed the pipes today, again only about half an hour, lots of fiddling of course but pretty straight forward. No leaks now and when the collets come, will consider whether to fit the new collets or not.
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Then the wiring of the ACCF, well instead of wiring it to the circuit, this was done as a straight switch with relay, flick it on and the ACCF comes on. Great location next to the electric mirror switch. Simple drill out the hole a bit larger and bend the graphic. Even with the S blades, the fan is noisy, very noisy. Suppose see it as if going in tougher conditions, this can be switched on such as long Vic High Country climbs and if temps rise then the 16" EF can then come on as required to keep it cool.
Attachment 177502
Also plumbed the wiring for the UHF in and out the glove box and mounted it there, decided to keep the switch for the aerials, will see how it performs with the switch as to loss and see whether it is acceptable. If required can still disconcert the switch and plug straight into the unit easily.
The trip home and temps (without the ACCF on) were nice and steady between 90-95C, it was cool today but this has been for any temp so far, performance is very strong even moderate applications of the throttle had to lift off quickly. Little bit intoxicating and still working on tempering throttle application. Gaps in the traffic, nice!
Funny how still see the speedo which reads about 10% low even though have the sat speed which have to reference.
Man’s gotta have a hobby!
I like your approach and the way you’re documenting this.
Well fitted the 150 Slabs and hoped that the ever present three Mexican friends and 16 times low signal would disappear, it took longer to come on but they bonged on again... Off with the wheel and brakes and replaced the new hub's sensor with the old one. The dialectic grease seemed excessive by the way, fair gob of it all over the sensor. Well now my friends have gone, for good I hope, well they didn't come on the 30k trip so believe that they are not on siesta but long long holidays.Quote:
Originally Posted by Tombie
The Nanocom had trouble adjusting the SLS so is sitting flatter than before, tried 116 but it could not do this. Set it to 85 and it did the left one, then the right one but kept inflating the left hand side as well. This after it emptied the bags when the SLABS was removed.
Met at Erica Friday and headed up to the Thompson dam camped at Merrigntons then a day and a half of serious off roading. Challenges aplenty with the first river crossing presenting water across the bonnet top and with no snorkel just a little bit of tightening the sphincter and fears of Hydro inhalations, this was nothing compared to the exit. Rutted wet and step walls, had at least 5 attempts until the advent of the old momentum, bum back in the water and hit it. I did, the bullbar pushed back and both indicator lights pushed out and trims broken.
Attachment 177588
Uneventful morning, great tracks and views and some wheel lifting with the TC light flashing its joy, the Diff Lock chime on constantly urrrggghhhh, Auto in M and 2nd and 3rd around 2-3000rpm, and the D2 pulling up and up easily. Then after a longish climb, smoke through the vents and opening the bonnet, the high lift of the Manifold had set the thing on fire, quick squirt and it stopped.
Attachment 177587
Had to readjust the ride height at the back, still too low but better than it was when I started and the wheel lifting was much better contained.
After lunch things got more extreme, found the engine braking superb, funny though changing from first to second, there was a little run on until the Auto TC kicked in and peddled it back, got good at the estimate before each whoops se daisy, going back to first it was like bluestone boulders had been put in front of all four wheels. The drop off on the Foulton river track, all sky then the drop over, arms working overtime but the engine braking was sufficient to keep it in check with out touches of the middle pedal. This of course has the 4.37's which lower the gearing more than standard but was much better than I anticipated and I doubt if I will ever press the hill descent button, ever.
Then the BIG climbs, it was here that the first issues started to rise, getting up to about three quarters of in M2 and some stages even M1 over the loss shale, they are never ending and the temps climbed eventually up over 115C and even peaked at 120C as I crested the hill. The next rise was longer again and this time I stopped at 115C and a couple of minutes back to 90C and completed with the temps hitting 106C.
Hmmm it was, these were seriously steep and loose climbs with no relief, up over 1200 metres from the river crossings unabated. The engine was kept around the 2500rpm mark and lower if possible where the track was firm, but it was a steady temp climb on the EWPC. I must add the ACCF provided no palpable improvement when used. On the lesser climbs it did not seem to make any difference in the standard up to 95C and back cycling of the coolant temps.
Credit to Shack's tuning by the way, the EGTs were forgotten by the end of the day, absolutely nothing to report, did get to 600 in one of the more arduous sections but dropped very quickly with it sitting in around the 4-500C, as I said I stopped looking regularly. Power, well lets just say as Rolls Royce would, more than adequate, hold the foot and GO.
So sat and discussed with BIL re the EF situation. I would say that I held back on the throttle more than I could have if I was not watching the Temps but was actually pleased with it overall. The point he made as I do not know what the standard D2 would have done in the same situation, sort of would the VF have contained the temps better. Hmmm I don't know so the next thing is to remove the EF and try the VF and monitoring temps as I am doing now in similar situations. May require a fiddle of the Thermostat temp but will see what works better. To date in all but the most extreme of situations it has worked tremendously well.
The three Mexican friends reappeared after the second serious climb with a new electrical issue RR, only six times it said, but clearing the fault did not clear it at all, they stayed lit. Traction was not an issue.
