The reverse band is known weak point on these transmissions, and, as there is a "heavy duty" replacement available, and, as it is so much work to get these gearboxes in and out I am thinking that I should get an fit the heavy duty one now, whilst the gearbox is in pieces already. I just spoke...

I dropped them an email just now with the VIN number of the car that my gearbox came from. Hopefully they can help.

is this correct for a V6 Jatco? :- https://www.jpat.co.uk/uploads/1/0/3/5/103549764/69__nissan_4_was_mazda_2_jf506e_ja5a_el.pdf

does anyone know of a full parts database for the Freelander 1 so that I can search for genuine part numbers myself?

I will call bbareman tomorrow and ask them if they can virginise them

I have heard elsewhere that you can jumper certain wires to disable the immo. I need to support a customer in Portugal though and I don't really want to ask them to cut wires and stuff. Really I need to send them an ECU and have them plug it in and it either works, or they follow some steps...

I have an EPROM programmer so I could clone one ECU to another that way too. Interesting.

Has anyone here any experience, or documentation, on how to change an L-Series ECU? specifically how to match them to the immobiliser/alarm? I have heard two conflicting and a potential third story:- 1. That you have to "factory default" a used ECU before you can code it to the vehicle with...

it's the reverse band that I'm stuggling to find. It seems silly to put it back in with a known weak part

I spent last saturday under the car and removed the subframe and IRD. I might get the PG1 out today or tomorrow. I need to order a heavy duty reverse band, and a torque converter oil seal for the Jatco, as they might be going in quite soon. Can anyone tell me where I can get them from? One...

ECU powered up on the bench rather than installed in an actual vehicle. It often results in some very odd data.

I believe that the early Freelander 1 used Wabco-D ABS. There are details of that here:- https://pscan.uk/features/wabcod.html

anyone else? as GrumpyGel has forgotten in which continent he lives

I just did the same job yesterday. So far I have the subframe off, drive shafts out, exhaust off and the IRD is out. I didn't need to split the bottom ball joints. I removed the two bolts holding the hub to the strut and this gives enough movement to pull the drive shafts out. Then I removed...

Hi I'm trying to improve the diagnostic protocol for the EDC 1.3.1 ECUs, used in Freelander 1 L-series diesels. I have gotten to the point that really I need access to a vehicle with a running engine. Is anyone able to help out? thanks, Philip

I believe that the crank sensor arrangement is the same on all K-Series, except for the Rover 75. There is tooth pattern in the back of the flywheel (opposite side to the clutch plate), except for the Rover 75 where the teeth are cut into the Dual Mass Flywheel, or the side of the torque...

It took me a lot longer than it should have, but, MS43 is now supported. This ECU does have basic OBD2 support, but, connecting to it using the proprietary Landrover protocol (which pscan now has) reads significantly more data.

I mean the front left loop that's bolted to the chassis leg.

My wife's old Freelander hit a Prius that pulled out in front of her. The initial point of impact was that towing eye. It utterly destroyed the front of the Prius. The Freelander would have survived if the impact hadn't triggered the airbags resulting in an cat B assessment from the insurance...

The front towing eye bolts on. Make a bracket that bolts on instead of the front towing eye that takes a 50mm ball?