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Sticking valve worn valve train,slipped linner,worn little end or big end or even a badly unbalanced crank or a rebuilt engine put together incorrectly all option to consider

Gems engine 4.0&4.6 are the same so too is d2 and p38 Thor spec Yes you need testbook to set it up are sure this is the fault has the ecu been tested?

Good luck on cheap parts! If you are rebuilding buy the best you can afford use only gen dealer followers

the customer in question is a mr james hornby who asked me to come out and diaganose a non starting p38a his fathers. it had a failed drivers door latch and a failed becm. these were replaced with genuine dealer parts supplied from sturgess land rover that was a few months ago. i went back a...

If it had fillings on it then the flywheel is failing causing your issue

Just done a injector harnes on a customers 110 x reg 289,680 miles one owner

Up till I did the rebuild which was at 71,000 miles with full dealer and specalist history I was the first to strip it and I have not touched it since do that equates to 50,000 miles with no issues which is tuned and working harder than a stankard engine and fett you have seen how I drive it! If...

As the lights are flashing it could also be that the driver door lock has failed and the becm is looking for a signal from the passenger door and the ecu is in French setting very coman

The noise is proberly the eas inlet filter as the pump is proberly well worn and the noise is the resonance from the comp replace the filter as it could also be locked Also remove the comp and check that as the seal mite be well worn

On l322 the diag socket is in the lower dash pocket drivers side and does not suffer the p38 water leak problem Loss of coms comes down to quite a few issues 1 water ingress into the loom 2 water ingress into the compressor plug 3 water ingress in to a ecu in the link headlamp unit under pass...

14 bolt heads and tin gasket and 10 bolt heads with composite gaskets Both have the same cc combustion size when clamped to the same block As I have said before plenty of people on forums say that 3.9 and bigger engines have issues my own classic is on its original engine with 127,000 miles...

cheapest option is ditch the 3.5 for a 3.9 bigger capacity and more options on tuning with the bore shrouding on the 3.5 it does not give much more over 200 bhp and costs more to tune than the bigger capacity rv8 engines in the range

issues you will come across use the arp stud kit as using the head bolts can if they have been overtightened in the past damage the threads in the block and the degree tightening is over kill use only gen followers they are the best

P38a manifolds don't fit without major moody destroying the great flow they have when fitted in the p38a As for the injection system 14cux is the simplest and is almost plug and play mega squirt is clockwork and needs a lot of rolling road time to produce a good map to run from The best system...

Well as the heads are now lower skimming the manifold is right but will need a good jig to hold the manifold true to skim that is why I have in the past just opened the bolt holes due to costs not ideal.

Just rebuilt a engine with another firms timing kit followers cheap chinky bits and the cam wheel rubs the bolts on the cam keeper plate thrown the lot in the bin and ordered gen bits at least I know it will work right

The gems injection system will need to be cracked to use it or a modified 14cux to allow the idle control and throttle poistion to work also the base of the gems manifold is the same as the 3.9

Have you got the heads bolted down? You need to open up the holes of the manifold fixings

not a easy job will need a set of shortened and off set trumpets to work i do have a firm that does it for me though not cheap

to be honest 14cux is a robust and at least is a plug and play system the megasquirt system needs a rolling road to set the ecu properly many dont and play on the road with the lap top