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The first family type was released as a three-door with a five-door following shortly after. All these vehicles had five seats with the option of using two jump seats in the boot. Now get your assistant in the vehicle and tell them to select N, place the transfer box lever in neutral, place the main box lever in P and start the engine;
Sharing this platform with the Range Rover and Range Rover Sport, the Discovery became more modern, but arguably less practical. Using a kettle, boil some water, dip the plastic pipe on the hot water for few seconds to soften it, and then insert the copper pipe to that end. Hello, I've just joined PH after searching for information about DPF issues with Land Rover models, it appears I'm not alone. I having been discussing with the Exec Office of JLR about another issue with my 2016 Disco 4 after the Turbo actuator failed in May after just 24k miles. I now have an Orange warning light on, so booked into JLR, sharp intake of breath, might be the DPF love! I'm arguing with JLR about the fact that this car has only done 30K miles, been serviced more than needed and still an issue. With regular ATF changes you can help avoid this and at 54k your gearbox will be fine with an adaption reset. Upgraded versions sold for 6 years from 1998 and was a modified version of its predecessor with no less than 720 differences between the models. These began moving away from the basic shell and more towards a more rounded, comfortable vehicle that could be used more easily for domestic driving.Thanks for your reply, Bodsy. I don't know what oil pump they used. The engine was reconditioned and fitted by Joe Shortt of Sharp's Automotive in Cradley Heath. They seemed to have done a good job and came across as a very professional outfit. While the body was off, they serviced the park brake module for me and replaced the brake pipes that almost failed the MOT and which are so difficult to get at when the body is on, both at a very reasonable cost. The car had been valeted inside and out when I went to collect it and the engine has been behaving perfectly until this happened.
There is no evidence of any leaks at the top of the engine, or around the turbo area, but there was lots of oil in the engine undertray and this had spilled over the edge and plastered the underside of the car. With the engine running, I find there is oil streaming from the front of the engine, low down in the region of the crankshaft pulley. There is a drain hole in the bottom of the timing cover and it's not clear if it is coming from there or from behind the timing cover. Using the oil bottle as reference, measure how much you need to insert the plastic pipe inside the bottle, and use a bit of tape to make sure when you insert the pipe, there is no leaks! My questions is: D3 2007 just turned 315000km (~195000miles) the last 20k ran by me in the last 2 years. So if you get an improvement from a belt change it implies that it should have been changed earlier.Jane's volvo did get a massive mpg improvement along with twice the power and half the noise after a belt and rollers change but that's 'cos the belt was so worn and the tensioner so weak that it was affecting timing; our bad for believing the belt had been changed on schedule when it turns out it was original and something like 6 years overdue In about 200mls, do the whole procedure again. This means the new oil has mixed with the old oil left in from last time so you will be be removing old and new, but that's tough if you do it this way. pagoda wrote: Out of an abundance of caution, can I just confirm that the transmission fluid change process is the same for the ZF8 box fitted when paired with the SCV6 motor? D180 DS, I think my Velar - if they ever get round to building it - has the longitudinal Ingenium D200 If my wife ever sells my stuff for what she thinks I paid for them, you lot are gonna get some bargains!
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