Blown fuse 4. Rectify T-Central door 1. Loose or broken 1. Locate and rectii locking does not connection operate on one 2. Lock actuator failure 2. Fit new actuator door only 3. Faulty lock 3. Mechanical linkages 4. Locate and rectify disconnected.. U-Window lift will 1. Motor failure 1. Fit new motor not aperate 2. Loose or broken 2. Locate and rectifv connection 3. Faulty switch 3. Fit new switch 4. Mechanical linkage 4.
Rectify faulty V-Exterior mirrors 1. Loose or broken I. Locate and rectify fail to operate connection 2. Faulty switch 2. Fit new switch 3. Mirror motor failure 3. Fit new motor ,. It is also inadvisable to break or make any connections in the alternator charging The electrical system is Negative ground, and it is and control circuits while the engine is running.
The whole assembly is encapsulated in Incorrect polarity would also seriously damage any silicone rubber and housed in an aluminium heat transistorized equipment s u c h a s radio and sink, ensuring complete protection against the 1: tachometer etc. As the warning lamp is connected in the charging circuit, lamp The alternator is a three phase, field sensed unit. Lamp should be The rotor and stator windings produce three phase checked regularly and a spare carried.
The electronic voltage regulator unit When using rapid charge equipment to re-charge controls the alternator output voltage by high the battery, the battery must be disconnected from frequency switching of the rotor field circuit.
Use the vehicle. Occasionally check that the engine and alternator pulleys are accurately aligned. It is essential that good electrical connections are maintained at all times.
Of particular importance are those in the charging circuit including those at the battery which should be occasionally inspected to see that they are clean and tight. In this way any significant increase in circuit resistance can be prevented.
Loosen the alternator fixings and the adjustment link. Disconnect battery ground lead. Pivot the alternator to give the required belt 2. Disconnect leads from alternator. Belt tension should be 4 to 6mm 0. Loosen alternator fixings, pivot alternator inwards and remove drive belt. Remove three mounting bolts and lift the 4. Tighten the alternator fixing bolts and the. Fit the alternator and mounting bolts. NOTE: The fan guard is attached to the front fixing and the adjustment bracket bolt.
Fit the drive belt and adjust the belt tension. Tighten the mounting bolts and the adjustment bracket securing nut. Connect the wiring leads tci the alternator. Connect the battery. Cover 8. Slip rings 2. Regulator 9. Slip ring end bracket 3. Rectifier Drive end bracket Brush box. Bearing assembly Rotor Through bolts three 7. Slip ring end bearing Bulb failure would prevent the alternator charging, except at very high engine speeds, therefore, the bulb should be checked before suspecting an alternator failure.
No separate control unit is fitted; instead a voltage regulator of micro-circuit construction is incorporated on the slip ring end bracket, inside RRE the alternator cover. Batters voltage is apnlied to the alternator outout? Suppression capacrtors two cable even when the ignrtron is swrtched off, the 2. Positrve suppression terminal batteT must be disconnected before commencing 3. IND terminal any work on the alternator. The battery must also 4.
Sensing terminal are being carried out using electric welding equipment. Withdraw the connectors from the alternator. Remove the alternator. Check the battery is in good condition, with Disconnect the suppressor and remove the an open circuit voltage of at least Recharge or fit a charged substitute battery to carry out test.
Check drive belt adjustment and condition. Rectify as necessary. Check battery connections are clean and tight. Check alternator connections are clean and tight. Ensure that there is no continuous drain on battery due, for example, to interior, underhood or door edge lamps being left on.
Alternator test The following instructions refer to the use of suitable test- equipment using a carbon pile rheostat. Disconnect the lead and remove the rectifier 7. Rotate the carbon pile load control to achieve connections and remove the screws securing. Remove the screw retaining the outer brush 9. A reading of Check brushes for wear by measuring length If length is 10mm 0. Raise engine new brushes. The Check that brushes move freely in holders.
Check brush spring pressure using push-type spring gauge. Gauge should register to s 5 to 10 oz when brush is pulled back until face is flush with housing. If reading is outside these limits, fit a new brush assembly.
Remove the two screws securing the brush box to the slip ring end bracket and lift off the brush box assembly. Securely clamp alternator in a vice and release t h e stator w i n d i n g c a b l e e n d s f r o m t h e rectifier bv applying a hot soldering iron to the terminal tags ot the rectifier. Pry out the cable ends when the solder melts. Remove the two remaining screws securing Using a volt a.
If test lamp lights, fit a new stator. Check the diodes. Connect the test equipment as shown and test each diode in turn, note whether lamp lights, then reverse test iead connections. The lamp should light in one direction only. Renew the rectifier assembly if a faulty diode is diagnosed. RR22BOE machine the slip rings. Note the position of the stator output leads in Remove the slip ring end bracket bolts and lift relation to the alternator fixing lugs, and lift off the bracket.
Connect a 12 volt battery and a 36 watt test Connect an ohmmeter to the slip rings. A lamp to two of the stator connections. Repeat reading of 2. If test lamp fails to light in either test, fit a new stator. If the X test lamp lights, fit a new rotor. To separate the drive end bracket and rotor, Testing in position remove the shaft nut, washers, woodruff key and spacers from the shaft. Charging circuit resistance test. Remove bearing retaining plate by removing the three screws.
Using a press, drive the I. Connect a low range voltmeter between the rotor shaft from the drive end bearing. Using a suitable extraction tool, withdraw the slrp ring bearing from the shaft. Reassembling Reverse the dismantling procedure, noting the following points. Switch on the headlamps and start the engine. Note the voltmeter reading. Transfer the voltmeter connections to the e Tighten through-bolts evenly. Reconnect the leads between the regulator, brush box and rectifier.
Refit the alternator. RRE 4. If the reading exceeds 0. Disconnect the battery negative lead. If the positive lead is 2. Remove radiator grille. Remove the nut and withdraw the horn. Disconnect the electrical leads. Remove the plain and serrated washer. Upon installation of the battery the positive lead should be connected iirst.
Removing 1. Disconnect battery ground lead followed by the disconnection of the positive lead. Release the four nuts securing the battery bracket in position. Remove the bracket from the studs. Reverse the removal procedure.
Reverse removal procedure. Cap HT brush and spring 3. Rotor arm Insulation cover 1 :: Pick-up module and base plate assembly I 6.
Gasket 2 3. This has a conventional vacuum advance unit and centrifugal automatic advance mechanism. A pick-up module, in conjunction with a rotating timing reluctor inside the distributor body, generates timing signals. These are applied to an electronic ignition amplifier module mounted on the side of the distributor body. NOTE: The pick-up air gap is fgctory set. Do not adjust the gap unless the pick-up IS NOTE: Marking distributor enables refitting being changed or the base plate has been in exact original position, but if engine is moved.
Use a non-ferrous feeler gauge to turned while distributor is removed, set the air gap. Release the distributor clamp and remove the Remove and refit distributor. Disconnect the battery neghkive lead. NOTE: If a new distributor is being fitted,. Disconnect the vacuum hose. Remove the distributor cap. Disconnect low tension lead from the coil.
Mark distributor body in relation to centre line of rotor arm. Add alignment marks to distributor and front cover. Leads for distributor cap should be connected as illustrated.
Figures I to 8 inclusive indicate plug lead numbers. RH-Right hand side of engine, when viewed from the rear. LH-Left hand side of engine, when viewed from the rear. Fit distributor to engine. Check that centre line of rotor arm is now in line with number one sparking plug lead on cap.
Reposition distributor if necessary. If distributor does not seat correctly in front cover, oil pump drive is not engaged. Engage by lightly pressing down distributor while turning engine. Fit clamp and bolt leaving both loose at this stage. Connect the vacuum hose to the distributor.
Fit low tension lead to coil. Fit drstributor cap. If engine has not been turned while distributor Reconnect the battery. Using suitable electronic equipment set the 10 to Fit a new cap if known to be faulty.
Clean the cap and HT brush with a lint free shaft to engage in slot. Fit clamp and bolt. Connect vacuum hose to distributor and low 4. Pull rotor arm from shaft.
Fit a new rotor arm if known to be faulty. Fit distributor cap. Reconnect battery. Remove cover, secured by three screws. If, with distributor removed, engine has been 7. Fit a new cover if known to be faulty.
Set engine-No. Both the 4. The chassis of the new iteration of the Range Rover was remarkably similar to the original. However, it was made stronger, and its safety specifications improved, thanks to the implementation of new welding techniques. For the flagship model in this range released in , the vehicle included an anti-lock braking system and two-wheel traction control which was extended to four-wheel traction control on later models.
The fuel tank in the P38 was moved to a location beneath the rear seat, and side impact bars were added to all the doors. The second-generation Range Rover also featured a vastly improved electronic air suspension which offered five suspension types: Access, Motorway, Standard, Off-Road and Off-Road Extended. The suspension height could also be manually adjusted between the first four settings.
While the fifth, Off Road Extended, could only be accessed automatically by the electronic air suspension. The interior of the new Range Rover was, by and large, overhauled.
By chuggaman , December 22, in Range Rover Forum. Ok, as there is plenty of scope for confusion, I'm going to adopt the pedantic approach, and spell out what might be assumed.
Right and Left are used in the conventional automotive approach 'as viewed from the drivers seat, looking forward'. This also equates to 'as if standing at the rear of the vehicle, looking forward'. I'm going to omit any reference to clockwise and counter clockwise. That will be for the reader to decide, AFTER deciding on their terms of reference looking from the rear of the vehicle, or looking at the pinion, from the drive flange. Yes, all previous chassied Land Rovers have the axle differentials on the right of the vehicle centreline.
Viewed from the rear of the vehicle, the crownwheel in the front axle is to the right of the pinion. Viewed from the rear of the vehicle, the crownwheel in the rear axle is to the left of the pinion.
I have no idea what the relationship is on any other chassied Land Rover, that has the axle differentials to the right of the vehicle centreline. The differentials came as both 2 pinion and 4 pinion flavours from the factory.
The fitment followed the pattern of Traction Control fitted. Thus early diesels, and 4. I do not know of any way of identifying the number of pinions from the outside, nor of telling from the axle case whether ETC was used.
Time has showed that even without ETC, the rear 2 pinion differential can fail. Be aware that these units are very heavy, intended for a vehicle that weighs well in excess of 2 tonnes, and can pull a lot more. If the project vehicle is a lot lighter then you should consider whether you need the strength of these units, and the large unsprung weight the associated axles will represent. Note that the trailing arms are composite think glass reinforced plastic.
They are designed to twist along their length, to give a certain amount of roll stiffness.
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