P38 EAS Lean

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gemsdad said:
Juust telling him,not to get upset,to carry on posting on here,something wrong with that?
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No not at all. But i was telling him his eureka moment has been common knowledge since 1995. Nothing new and not an earth shattering breakthrough.
 
wammers said:
Don't forget a lot of people called Ugg with have invented a wheel only to find that the next village has had them for years.
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But do they have boots ??

Ugg-boots-011.jpg


:D:p:D
 
Interesting to read the comments following my message of last night (local time). I am not in the slightest concerned that my "discovery" is said to date from 1995. I am still unable to find the reference to same, the reason for my post in the beginning, I suppose. My intention was only to help anyone else experiencing similar problems. Is it necessary to have some kind of access to Testbook data in order to discover the information? I did and still do object to being told that if I had "bothered to read" a certain bit of information which still eludes me that I would have known what I had stumbled upon previously. I did spend ages "bothering" to read everything on the subject before making a post and as I said, I still can't find any information. I struggle with the knowledge that I have here two "other" P38s which have been calibrated using testbook at a dealer's premises, neither of them have sensor outputs within 2 units side to side and neither of them has any problem levelling either. I would appreciate help being able to find and read the information which I undoubtedly have missed during my EAS studies. Remember, I didn't ever claim to have discovered an unknown except with my two problem cars and I do still wonder about their possibly unique nature. Having spent more than 40 years teaching electrical trades, I accept that I will never know all there is to know about any given subject and that being "precious" by taking offence at trivialities is non productive. Objection and offence are different things in my vocabulary. I apologise if my post was misconstrued to be an intended alternate source of information to that of established procedures within LZ.
 
John Bourke said:
Interesting to read the comments following my message of last night (local time). I am not in the slightest concerned that my "discovery" is said to date from 1995. I am still unable to find the reference to same, the reason for my post in the beginning, I suppose. My intention was only to help anyone else experiencing similar problems. Is it necessary to have some kind of access to Testbook data in order to discover the information? I did and still do object to being told that if I had "bothered to read" a certain bit of information which still eludes me that I would have known what I had stumbled upon previously. I did spend ages "bothering" to read everything on the subject before making a post and as I said, I still can't find any information. I struggle with the knowledge that I have here two "other" P38s which have been calibrated using testbook at a dealer's premises, neither of them have sensor outputs within 2 units side to side and neither of them has any problem levelling either. I would appreciate help being able to find and read the information which I undoubtedly have missed during my EAS studies. Remember, I didn't ever claim to have discovered an unknown except with my two problem cars and I do still wonder about their possibly unique nature. Having spent more than 40 years teaching electrical trades, I accept that I will never know all there is to know about any given subject and that being "precious" by taking offence at trivialities is non productive. Objection and offence are different things in my vocabulary. I apologise if my post was misconstrued to be an intended alternate source of information to that of established procedures within LZ.
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John think nothing of it. Continue to post have a bit of banter with us if you want to. But if you come up with anything please don't be upset if you are told it is not new. ;);)
 
Geeze, I never check here at this time of day and there is a reply. Wammers, is there any way of being guided to your "how to" information which has caused all this exchange? I cannot find it but as I said, it's probably down to my lack of competence with this forum. I really have searched ad infinitum and cannot find it anywhere that I've looked. Not that it will alter the fact that it worked for me. I was never upset by your comment but bear in mind that I have never been able to find the damned information. It would have saved me a lot of grief and expense had I succeeded. So "bothering to read" was never a shortcoming of mine, I just have never found it.
 
John Bourke said:
Geeze, I never check here at this time of day and there is a reply. Wammers, is there any way of being guided to your "how to" information which has caused all this exchange? I cannot find it but as I said, it's probably down to my lack of competence with this forum. I really have searched ad infinitum and cannot find it anywhere that I've looked. Not that it will alter the fact that it worked for me. I was never upset by your comment but bear in mind that I have never been able to find the damned information. It would have saved me a lot of grief and expense had I succeeded. So "bothering to read" was never a shortcoming of mine, I just have never found it.
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There is a link to it in this thread. But way to go is to look at RAVE technical bulletins . Look for Range rover > suspension and read the tech bulletins. In those there are references to various Land rover tech sheets. Then search for those on the net. ;);)
 
Thanks, Pete, I did follow the link when you first provided it and just did again. I must be pretty dumb because I still can't find any reference to the dastardly tweaking of sensors. I'll look further soon but first I'll follow the guidance which Wammers provided. As we say over here, I'll accept that I am a fair dinkum drongo if and when I find this stuff. Doesn't alter the outcomes, the cars are both still OK, it will just make me feel crook that it took me so long to discover the solution independently. Incidentally, I have what I think is all of the RAVE documentation printed and bound. I did this when still a government employee, about 6 years ago, learning to use the colour photocopier/printer of course. Staff development I think they called it then.
 
John Bourke said:
Thanks, Pete, I did follow the link when you first provided it and just did again. I must be pretty dumb because I still can't find any reference to the dastardly tweaking of sensors. I'll look further soon but first I'll follow the guidance which Wammers provided. As we say over here, I'll accept that I am a fair dinkum drongo if and when I find this stuff. Doesn't alter the outcomes, the cars are both still OK, it will just make me feel crook that it took me so long to discover the solution independently. Incidentally, I have what I think is all of the RAVE documentation printed and bound. I did this when still a government employee, about 6 years ago, learning to use the colour photocopier/printer of course. Staff development I think they called it then.
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The info is in the testbook calibration procedure. That is NOT listed in the "How to" only referenced in the EAS information PDF or in the tech bulletins. But there is a section in the PDF regarding suspension lean and it's causes. Usually down to faulty sensors not reaching their pre set bit count. There can be several reasons for that, dirty track. Faulty track or wiper. Worn linkages or sensor bearings and seals causing water ingress. 2 bits either side error on new sensors is an ideal NOT a prerequisite of correct function.
 
I realise now why I never found any reference to my "find". Each of two new sets of sensors which I bought and tried gave me the same grief. The car would not lean for quite a while, perhaps a thousand kilometres, but then gradually begin to lean, while driving on a highway was the most easily noticed. Shortly after, it would fault and lower. With each of my two cars which did this, it definitely became a pre-requisite to have them indicate the same, side to side. Thanks for the research, Wammers. Did I ever describe the behaviour of the eas? Watching with my MSV-2, I could watch one side ignore the presets and go maybe 10 bits too high while the low side wouldn't reach the presets at all, stopping at a point as much as 10 too low. This was on the occasion that I would be looking for faults at home, not driving. This could be with a new set of sensors and a just-done calibration using blocks. Talk about frustrating. In desperation, I just pumped it up to level with schrader valves fitted to the four spring lines because I needed to use the car. I never gave up, the solution seems to defy common sense, or at least mine.
 
Just a quick addendum before I retire for the night, once while travelling, the dreaded lean occurred and I pulled over, whipped out the eas ecu, replacing it with another which I knew had the same values entered after much previous fault finding and the lean disappeared. I was able to drive the remainder of the trip with no incident. Needless to say, I didn't need to clear the fault, the replacement ecu had none at the time and didn't develop one for at least the remaining 100km. Would that guide anyone else away from sensor dramas? Why did it take a while to fault some times and at others, it would fault immediately following a calibration. Hmm.
 
With 20 year old electronics I tend to accept anything can happen. @pwood999 and @Datatek have played with the electronics more than most. A while ago mine stuck at motorway height. I had to press the EAS inhibit switch, select the normal height then unclick the inhibit switch. All back to normal. Had it once on another one too. At a certain angle mine will lower itself overnight but it has to be a certain angle. All odd but no sensible explanation. Rarely happens but once a year or so it does.
 
You know that it must be part of life's rich tapestry of P38 ownership. There are certain connectors and connections which can cause your quirks but height sensors are the prime suspects. Heat is a real cause of degredation of electronics here, people who don't cover windscreens in our sun court danger. I think about Barnes Wallis and his converging light beams. Mercedes use a similar principle I believe but I must be the first to acknowledge that I didn't think of anything independently in this area. I am building up to another post about my findings with sensors but am hesitant. These posts seem to be taken over by matters other than the subject and I don't want to be the cause of more of that.
 
Would radio waves or ultrasound not keep the car parallel to the surface rather than level? Need to keep clear of mud too?

My dash here is starting to warp by a vent because of the sun and we don't see the kind of heat you do in Oz.
 
It doesn't matter what brand of car you have here, the sun damages inside and out unless it is parked in the shade or covered. I do both. Grey moulded dash mats are the go here, $50 au gets a really nice looking one and I have one in each car. Interior electronics, even beneath the seats, suffers because of the heat. Let's see if this flushes out some criticism. I have a 40mm computer fan fitted beneath the compressor head in the EAS box. It draws cool air from between the inner mudguard and the wheel well plastic moulding, I have a digital thermometer in each of two locations, both inside and outside of the EAS box permanently and 10 degrees C is the typical difference. Maybe it will save my driver electronics and solenoids, seals and O rings. Time will tell. It turns on automatically at 50 degrees and off at 40. For EAS inputs, I was thinking about sensing distance between the bump stop surface and the moving part of the axle. Mercedes do that and I think that later Range Rovers use Hall effect transducers. The inbuilt degree of sensitivity of the system would still "smooth out" the rapidly changing values so that the response would be similar.
 
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