sub 10k 2002 range rover money pit?
Discussion
Why not buy a one already converted with a certificate? Ive just bought a TD6 after months of research and there are 10k LPG V8's out there with that sort of mileage.
As for being a money pit, you have to buy one in the knowledge that they do 20ish MPG and they do go wrong.
I have just had a major service for mine and it came in at just under £500 including regassing the aircon. I would ensure that you check that the expensive bits are ok whichever one you go for..
IE Gearbox / Air suspension
As for being a money pit, you have to buy one in the knowledge that they do 20ish MPG and they do go wrong.
I have just had a major service for mine and it came in at just under £500 including regassing the aircon. I would ensure that you check that the expensive bits are ok whichever one you go for..
IE Gearbox / Air suspension
stuck in heavy traffic 20. Brought it up from Briston to Newcastle when I bought it and got just over 30 at a guess.
Im thinking of a remap as reports suggest that can assist MPG. Just need to do the maths to see how long it takes to pay for itself.
Your going to have to accept a hit on fuel, but the fun of the drive is worth it. Never driven a v8. Heard they are better but I was concerned that LPG might continue to rise leaving me with a car that does 12/18MPG with no cheap fuel.
Ive no idea if that will happen but LPG seems to have gone up 50% in recent years. Plus LPG appears to be less efficient so although its half the price at present your not getting twice as much as petrol. Plus the yearly service etc... The maths didnt quite add up for me.
I may get shot down in flames by lpg owners but I thought better of it and went for the TD6. Plus a 2003 vogue came up with a full history and a new gearbox for 10k so it was a no brainer.
When I was looking a mint 2002 vogue LPG with under 100k went for £9800. Get someone else to take the hit for you, as long as its certificated.
Im thinking of a remap as reports suggest that can assist MPG. Just need to do the maths to see how long it takes to pay for itself.
Your going to have to accept a hit on fuel, but the fun of the drive is worth it. Never driven a v8. Heard they are better but I was concerned that LPG might continue to rise leaving me with a car that does 12/18MPG with no cheap fuel.
Ive no idea if that will happen but LPG seems to have gone up 50% in recent years. Plus LPG appears to be less efficient so although its half the price at present your not getting twice as much as petrol. Plus the yearly service etc... The maths didnt quite add up for me.
I may get shot down in flames by lpg owners but I thought better of it and went for the TD6. Plus a 2003 vogue came up with a full history and a new gearbox for 10k so it was a no brainer.
When I was looking a mint 2002 vogue LPG with under 100k went for £9800. Get someone else to take the hit for you, as long as its certificated.
Edited by SIIX TT on Saturday 9th July 06:46
some will disagree - but even if you buy it for £10K you are still servicing a £70K car and the prices reflect this
there are decent independents out there but hard to find and they still need access to the RR 'database' etc for diagnostics
an example of costs - an ABS sensor went wrong - car had to be towed to main dealer (would have cost approx £200 but was covered by Green Flag) - new sensor etc cost approx £315 fitted
what can go wrong? - pretty much anything electrical and air suspension
as a car - superb - i've had nearly all 4x4's and its still the best by a country mile - and it does have the 'right' image - not brash/in your face like Jap/US cars etc
but ownership is not for the faint hearted but having owned Porsche/Ferrari etc the same can be said!
i'd certainly not waste money putting lpg on an 'older' car - accept the 15-17mpg and enjoy!
save the money for if/when things go wrong
there are decent independents out there but hard to find and they still need access to the RR 'database' etc for diagnostics
an example of costs - an ABS sensor went wrong - car had to be towed to main dealer (would have cost approx £200 but was covered by Green Flag) - new sensor etc cost approx £315 fitted
what can go wrong? - pretty much anything electrical and air suspension
as a car - superb - i've had nearly all 4x4's and its still the best by a country mile - and it does have the 'right' image - not brash/in your face like Jap/US cars etc
but ownership is not for the faint hearted but having owned Porsche/Ferrari etc the same can be said!
i'd certainly not waste money putting lpg on an 'older' car - accept the 15-17mpg and enjoy!
save the money for if/when things go wrong
Edited by grand cherokee on Saturday 9th July 11:39
grand cherokee said:
an example of costs - an ABS sensor went wrong - car had to be towed to main dealer (would have cost approx £200 but was covered by Green Flag) - new sensor etc cost approx £315 fitted
Does a failed ABS sensor render the vehicle undriveable????? Surely it just disables the anti-lock feature but the brakes will still work? dvs_dave said:
Does a failed ABS sensor render the vehicle undriveable????? Surely it just disables the anti-lock feature but the brakes will still work?
totally undriveable!over about 10mph the abs started 'banging'!
also 'disables' HDC/air suspension etc
Edited by grand cherokee on Tuesday 12th July 10:17
eliot said:
Perhaps if you buy the diagnostics for it at around £600 - it could be less of a money pit if you are prepared to do the more straightforward stuff yourself. The diags are transferable, so you can sell it on once you sell or upgrade the car.
you cannot get access to the full range of diagnostics used by main dealer - some are actually 'online' to LR UKMy faultmate gives the following info, which suggests you can read/clear and alter ride height settings. Also there is coding data that you can change, assuming you know what that coding data should be. I also believe this is the same unit used on the 5 series, which could probably be diagnosed using EDIABAS.
Land Rover Range Rover MK III (L322) 2002 – 2005 Black OBDII Lead/LD020/LD021 Verified <2005
SM048 - WABCO EAS (NGRR) - Diagnostic Capabilities (Read Fault Codes)
Reads the fault code memory. The ECU can self detect up to 52 different problems with itself, its wiring and its associated sensors, storing the respective code if it detects any malfunction or reading outside of pre defined acceptable limits. Not all stored faults may cause the fault warning lamp to illuminate.
SM048 - WABCO EAS (NGRR) - Diagnostic Capabilities (Clear Fault Codes)
Clears the fault code memory.
SM048 - WABCO EAS (NGRR) - Diagnostic Capabilities (Settings)
Values, configuration settings, and other stored information which can be read from the ECU, edited and then rewritten back. Read settings can also be stored as a standard HTML page for reference. These pages can then later be re loaded and re written back to the ECU. Please note that some values may be read only due to the fact that they are supplied from the ECU’s ROM or are internally calculated.
Part Number: This is the manufacturer's part number for the ECU.
Hardware Number: This is the hardware version which denotes the processor and circuit board type.
Software Number: This denotes the coding inside the processor for the hardware.
Supplier Number: This is a number which defines the supplier, using a standard look up list of supplier ECU manufacturer numbers.
Coding Index: This is the coding identification for the programming maps.
Diagnostic Index: This is a number that indicates the diagnostic capabilities support level.
Bus Index: This is a number that indicates the bus communication support level, the vehicle communication buses.
Week of Build: This is the week in which the unit was built.
Year of Build: This is the year in which the unit was built.
Front Left Height: This is a numerical value which is not related to any specific known measurements increments i.e. inches or millimetres that directly affect the height of the car. Each increment is worth approximately half a millimetre and the normal ranges go between a few 100 up to below 1000 going beyond these values can have unexpected results causing the system to lock requiring the fault code memory to be cleared for the range to once again return to normal standard.
Front Right Height: This is a numerical value which is not related to any specific known measurements increments i.e. inches or millimetres that directly affect the height of the car. Each increment is worth approximately half a millimetre and the normal ranges go between a few 100 up to below 1000 going beyond these values can have unexpected results causing the system to lock requiring the fault code memory to be cleared for the range to once again return to normal standard.
Rear Left Height: This is a numerical value which is not related to any specific known measurements increments i.e. inches or millimetres that directly affect the height of the car. Each increment is worth approximately half a millimetre and the normal ranges go between a few 100 up to below 1000 going beyond these values can have unexpected results causing the system to lock requiring the fault code memory to be cleared for the range to once again return to normal standard.
Rear Right Height: This is a numerical value which is not related to any specific known measurements increments i.e. inches or millimetres that directly affect the height of the car. Each increment is worth approximately half a millimetre and the normal ranges go between a few 100 up to below 1000 going beyond these values can have unexpected results causing the system to lock requiring the fault code memory to be cleared for the range to once again return to normal standard.
Coding Data: A specific block of programmable data stored in the ECU to control its functionality for specific variations of vehicle. There are a number of hexadecimal digits, each digit separated by a comma. Re-entered parameters should be entered in an identical format to that which is read. Changing this values can produce unknown alteration in the functionality of the ECU, damage the ECU, or even damage your car.
Land Rover Range Rover MK III (L322) 2002 – 2005 Black OBDII Lead/LD020/LD021 Verified <2005
SM048 - WABCO EAS (NGRR) - Diagnostic Capabilities (Read Fault Codes)
Reads the fault code memory. The ECU can self detect up to 52 different problems with itself, its wiring and its associated sensors, storing the respective code if it detects any malfunction or reading outside of pre defined acceptable limits. Not all stored faults may cause the fault warning lamp to illuminate.
SM048 - WABCO EAS (NGRR) - Diagnostic Capabilities (Clear Fault Codes)
Clears the fault code memory.
SM048 - WABCO EAS (NGRR) - Diagnostic Capabilities (Settings)
Values, configuration settings, and other stored information which can be read from the ECU, edited and then rewritten back. Read settings can also be stored as a standard HTML page for reference. These pages can then later be re loaded and re written back to the ECU. Please note that some values may be read only due to the fact that they are supplied from the ECU’s ROM or are internally calculated.
Part Number: This is the manufacturer's part number for the ECU.
Hardware Number: This is the hardware version which denotes the processor and circuit board type.
Software Number: This denotes the coding inside the processor for the hardware.
Supplier Number: This is a number which defines the supplier, using a standard look up list of supplier ECU manufacturer numbers.
Coding Index: This is the coding identification for the programming maps.
Diagnostic Index: This is a number that indicates the diagnostic capabilities support level.
Bus Index: This is a number that indicates the bus communication support level, the vehicle communication buses.
Week of Build: This is the week in which the unit was built.
Year of Build: This is the year in which the unit was built.
Front Left Height: This is a numerical value which is not related to any specific known measurements increments i.e. inches or millimetres that directly affect the height of the car. Each increment is worth approximately half a millimetre and the normal ranges go between a few 100 up to below 1000 going beyond these values can have unexpected results causing the system to lock requiring the fault code memory to be cleared for the range to once again return to normal standard.
Front Right Height: This is a numerical value which is not related to any specific known measurements increments i.e. inches or millimetres that directly affect the height of the car. Each increment is worth approximately half a millimetre and the normal ranges go between a few 100 up to below 1000 going beyond these values can have unexpected results causing the system to lock requiring the fault code memory to be cleared for the range to once again return to normal standard.
Rear Left Height: This is a numerical value which is not related to any specific known measurements increments i.e. inches or millimetres that directly affect the height of the car. Each increment is worth approximately half a millimetre and the normal ranges go between a few 100 up to below 1000 going beyond these values can have unexpected results causing the system to lock requiring the fault code memory to be cleared for the range to once again return to normal standard.
Rear Right Height: This is a numerical value which is not related to any specific known measurements increments i.e. inches or millimetres that directly affect the height of the car. Each increment is worth approximately half a millimetre and the normal ranges go between a few 100 up to below 1000 going beyond these values can have unexpected results causing the system to lock requiring the fault code memory to be cleared for the range to once again return to normal standard.
Coding Data: A specific block of programmable data stored in the ECU to control its functionality for specific variations of vehicle. There are a number of hexadecimal digits, each digit separated by a comma. Re-entered parameters should be entered in an identical format to that which is read. Changing this values can produce unknown alteration in the functionality of the ECU, damage the ECU, or even damage your car.
Edited by eliot on Tuesday 12th July 12:33
Vixpy1 said:
cough.. headgaskets..
Not one I've heard that much. Presumably its the M62 engine thats fitted to the 540. Headgasket failure would certainly follow an overheat. The 5 series had a chocolate grade cooling system - not sure how much of that was carried over onto the L322.But certainly the pump and thermostat should be changed as a matter of course and you may as well do the radiator whilst its in bits.
eliot said:
Not one I've heard that much. Presumably its the M62 engine thats fitted to the 540. Headgasket failure would certainly follow an overheat. The 5 series had a chocolate grade cooling system - not sure how much of that was carried over onto the L322.
But certainly the pump and thermostat should be changed as a matter of course and you may as well do the radiator whilst its in bits.
I've heard of a fair few doing them on the M62But certainly the pump and thermostat should be changed as a matter of course and you may as well do the radiator whilst its in bits.
eliot said:
Not one I've heard that much. Presumably its the M62 engine thats fitted to the 540. Headgasket failure would certainly follow an overheat. The 5 series had a chocolate grade cooling system - not sure how much of that was carried over onto the L322.
But certainly the pump and thermostat should be changed as a matter of course and you may as well do the radiator whilst its in bits.
Eliot can you 'format' your page so its readable?But certainly the pump and thermostat should be changed as a matter of course and you may as well do the radiator whilst its in bits.
its going miles off the end of my screen!
Vixpy1 said:
I've heard of a fair few doing them on the M62
On the L322 or in the 5 series? If on the L322, then maybe the same cooling system ancillaries are indeed carried over - which are well known for their weakness once you start approaching 100k miles on the BMW 540. I made the mistake of fixing each bit as it broke, rather than doing the whole lot in one sitting - which did indeed knacker the HG.eliot said:
On the L322 or in the 5 series? If on the L322, then maybe the same cooling system ancillaries are indeed carried over - which are well known for their weakness once you start approaching 100k miles on the BMW 540. I made the mistake of fixing each bit as it broke, rather than doing the whole lot in one sitting - which did indeed knacker the HG.
L322, less so on 540Gassing Station | Land Rover | Top of Page | What's New | My Stuff