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A 2007 Freelander 2 isn't a MK2, it's a completely different vehicle, which shares just 2 parts with the Freelander 1, those 2 parts are the bag holders in the boot, everything else is different. The engine is from PSA/Ford and it's fabulous, the gearbox is from Asian, and the Haldex is from a...

Is the little drive coupler for the HPFP in place? They have been known to brake. The original cast iron exhaust cam has also been known to break. I fitted a later steel cam to mine, to eliminate a potential failure.

I believe there are 2 lengths of cross bars, one for vehicles with a sun roof, and a set without sun roof. The sun roof version of the rails are wider apart, to accommodate the sun roof itself. Of course I could be talking rubbish, but I do seem to remember there is a difference between sun roof...

It has oil in the gearbox, so it needs changing at timely intervals. There are drain and fill plugs fitted for this purpose.

Yes, it's a real thing on these Ford based system fitted to the FL2. A single press of the lock button on the fob will keep some of the systems alive for 40 minutes or so, but a double press will shut the systems down in about 10 minutes.

Have you checked the cam timing hasn't jumped? When was the belt changed?

Gee, you're up early. I'm addressing the slightly leaky roof this week. I'm changing it from the horrible shallow single pitch, to a nice 35° gable style roof instead. The forcast is for it to be dry this week, so perfect for getting the roof waterproof once again.

I'm actually surprised that a Chinese factory let something leave looking like that. I've ordered tons of Chinese PCB over the last decade, and never seen anything like that. Wave soldering pretty much eliminates bad solder joints, but maybe there was some contamination on the PCB before it went...

Was that factory soldering Ali? If so that's pretty poor QC.

You wouldn't want to buy a new Haldex. When I checked a while ago, LR quoted £4977 +VAT, but would give £800 for the return of the old unit, but that's still £4177 + VAT to stump up. Better off getting it reconditioned, or repair it yourself with parts available for the task.

It's there to hide the front of the front subframe. Looking at the lower bumper, the whole lot is trashed. The black part is secured with a few small bolts. The bumper grey parts aren't removable, so a whole bumper is needed to restore that to an undamaged condition.

If there's no charge controller between the solar panel and battery, the voltage will climb high enough to boil the battery. Even a cheap Chinese £10 charge controller will prevent battery damage...

Fuel usage is higher, similar to a D2. Parts are hideously expensive, especially if they have to come from BMW. LR has a large supply of aftermarket parts, BMW not so, so many parts have to come from a dealer. The stupidly wide X5 tyres are also very expensive to replace.

All it shows is the CC indicator in the Ipack is working. Cruise control is shared between the TCM and CC module, so all TD4s and KV6 FL1s can have CC retrofitted, because the TCM is responsible controlling the engine torque requests. Manual FL1s can't have factory CC fitted, as there's no TCM...

Yes it's possible to remove it, but space is tight. It's only held in by a 8mm head bolt.

Check all the wiring connectors at the various modules behind the glove box. It's been known for passengers feet to dislodge plugs under there.

Tried adjusting the cables, or stripped, and rebuilt the parking brake assembly? They should be done every year, but nobody ever does once servicing moves away from an LR dealer, so they fail to work correctly. The parking brakes on my FL2 would lock the wheels if pulled whilst in motion.

A BMW X5 is much more expensive to own compared to the FL2, although they're nice to drive.

As long as it's been maintained with the correct oil and on time, then they'll last for over 250k miles. It's a great engine, with plenty of torque and fuel economy. The TD4 without a DPF suffers from less exhaust type issues, and is rated at 160 BHP. The DPF version can suffer DPF issues (like...

The coil in the ignition switch simply reads the RFID code in the key. The immobiliser reads the data from the RFID and sends that code to the engine ECU for authentication. If the codes match, the ECU allows the engine to crank and start. No correct authentication, and nothing will happen...