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Correct thinking re the ferrules however ...
Quote:
Originally Posted by
Graeme
The fitting on the dryer outlet to the reservoir valve block is a simple plastic push-in connector without an internal ferrule, so I can't understand why these would not be suitable for emergency use for the air springs with their much lower pressures. I already carry 6 mm plastic joiners of the type used by my truck.
Your thinking is correct however if one instead thinks like a government or insurance wonk, (at least here in the New World), then the internal ferrule and DOT acceptance has some merit.
A local interpetation is that if an air fitting does not have some sort of government star of approval, then there is a concern. I use the words "air fitting" as the thinking initially related to air brake systems, however with the advent of air suspension, the thinking has been carried over - at least here.
What I found interesting is that the all plastic John Guest manufactured Land Rover supplied 6mm airline repair union, Land Rover part number STC8580, contains the little internal ferrules.
It is the same sort of thinking that says if a part is not manufactured or supplied by the original manufacturer, then it is deemed not acceptable. That same line of reasoning applies to fenders or door panels and the like that have nothing to do with safety systems, but can be used as a reason to deny claims - and that concern is what got me to looking into the DOT/TUV acceptance thing.
It sure makes mods more difficult - hence my search for Voss Tees as well, which I might note, do not have the interal ferrule but since the Voss 203 fittings are original equipment, it could then be argued that they are acceptable. A cut thru of a Voss inline connector is also shown in the jpg below.
I might add that these concerns are a strong argument for the LLAMS system as it is electronic and government guys do not much understand that stuff enough to make rules against it - kind of like not banning Facebook and Twitter until it is too late.
Block Valves are supposed to fail closed.
The solenoids in the block valves are supposed to fail closed - that is loss of power to the solenoids causes them to close.
That is how I first got onto removing F26E and F35P - to remove power from the computer and hence closing off the block valves, and maybe more importantly, the exhaust valve near the compressor that can wake up whenever it seems to feel like it and dump the system.
Of course if the block valve plastic has split open for some reason, (or a failed air line), then one would wish for a shut off valve right on the top of each air spring.
It seems however that both the air lines and the block valves are fairly trouble free. This is in contrast to the older Range Rover Classics where the primary failure mode seemed to be that the air valves would leak.
A variation of the single valve flow diagram is what I would call the five valve design where instead of a Tee, one doubles up with air lines to and from each air spring with valves in between. The problem with that concept is one introduces double the air line and more fittings. To me, that means more failure points and the introduction of time lags in air spring filling/unfilling due to significantly increased air path distance.
The referenced single valve and Tee design does not significantly change the Land Rover air flow path but does provide individual manual fill points. And yes, if there is a problem, one would probably also be pulling the F35P and F26E fuses to hopefully close off the block valves.
EAS emergency air-up kits
I've sourced a supply of good 1000psi components, so will once again be making emergency air-up kits for D3/D4 and RRS air-suspension vehicles. I hope to fit the first one to my RRS next week, so should have a few pics then. The system by-passes everything except the air-bags themselves, so unless you've done a bag, it should get you out of trouble.
Cheers,
Gordon
