Monday, December 2, 2013
Those first trucks didn't have anything you couldn't fix with a test light and a meter, but that changed pretty quickly.
By 1995 we had SRS (airbags), traction control, and electronic ride control. Then we got the P38 Range Rover, and a whole new test system - the Testbook - based on an HP computer.
The successor to that series - the L322 Range Rover - came with CAN Bus technology, and a host of electronics from then-parent BMW. That came with another test system - T4.
Then Ford took over, and brought us the IDS test system.
Now it's Tata and more complexity than anyone could have imagined, back in 1987.
We've seen four corporate owners, but Bosch technology has remained a constant. As one of the top-ranked Bosch Car Service shops in North America we've built a reputation as the shop of last resort when Rover troubles seem insoluble.
Through all those changes one thing has stayed the same - it still breaks, and we fix it all! That includes all the new stuff - iPhone integration, software updates, key programming, and more.
J E Robison Service
Springfield, MA, USA
In our 27th year of providing independent Land Rover service. Pickup and delivery, and long distance transport available. Tune ups to show winning restorations. Call or email John Robison - email@example.com
Wednesday, November 27, 2013
|Here you see dry lines and wetness from the rack seals|
|Wet rack bellows are a sure sign of bushing and seal failure|
|The drip below my finger comes from the input shaft seal (above, out of photo)|
|The rack is the only leak on this 1996 Bentley undercarriage|
|Leaky reservoir removed from the car. This one was glued, unsuccessfully. Don't waste your time.|
|Old reservoir and our replacement side by side|
|The new reservoir in hand. It's made from the finest molded foam plastic|
|Setting the reservoir in place|
|The finished installation looks totally stock, and works better|
In the spirit of Thanksgiving (which is about to happen, as I write this post) I'd like to take this opportunity to thank all the discerning motorists who have chosen our company to care for their cars over the years. It's people like you (you know who you are) that make it possible for us to make these discoveries, and devise fixes like you see here. It's what separates simple repair from craftsmanship, and it's what our crew does best.
Tuesday, October 29, 2013
|Land Rover V8 with block failure behind the liner. Coolant scours the piston clean|
|The gear in this oil pump broke into pieces|
|The only cure for excess piston skirt clearance is new pistons|
- · Scrap the truck;
- · Install a used motor;
- · Rebuild your motor, or buy a rebuilt motor.
If the Discovery is “just a car” to you, the scrapyard option may look attractive; people in that position tend to move on to other brands of car. Major repairs are what separate the serious enthusiasts from the weekend dilettantes. The weasels get a can of gas and a match, and get ten grand from the insurance company. A few good men take their own ten grand, and do a proper repair. Then they go out and burn the gas, chasing action through backwoods and beaches.
- · Tank clean and bead blast the block
- · Remove the old liners and check for cracks
- · Repair the cracks
- · Check the block for straightness, corrosion, and other damage
- · Machine the block to accept flanged liners, and install the liners
- · Bore liners to match the new pistons
- · Rebuild crank and rods
- · Line bore block if needed; deck cylinder head surfaces;
- · Balance rotating mass
- · Assemble short block
Then you get into the rest of the job . . .
|A restored D90 engine bay|
|1995 Range Rover Classic atop Killington Mountain|
Friday, October 25, 2013
You'd follow the same steps to properly restore a V8 Cadillac, Gran Torino, or Mercedes 450SL.
- One pile had parts that get cad plated (nuts and bolts, linkage rods, and some of the pipes)
- Parts that get painted silver. (much of the cast metal on the engine, and some of the brackets) went into another pile. This pile has small parts like the alternator bracket and big pieces like the intake manifolds and the brake reservoir.
- Parts that get painted black were sorted out. This includes the cylinder heads, calve covers, and most of the engine parts that are not silver or cad plate.
- Exhaust manifolds got finished in black ceramic, which is not original but is in keeping with the design and an improvement over rusty iron. When you restore a car you have to decide what to do with parts that were originally unfinished metal. You can blast them clean and just return them to that state, but they will start rusting immediately and most owners don't want that. You can coat them in a clear finish or you can choose a color. We are doing some formerly bare parts in clear ceramic, and others like the manifolds in matte black.
|The aged exhaust manifolds will be finished in black ceramic|
- These Rolls Royce brake pipes were originally finished in zinc chromate primer. That surprised me but I discovered the original finish on some segments of like-new line on the subframe.
- We had a few pieces that were finished in zinc (galvanize.)
|Rolls Royce brake lines finished in zinc chromate|
|Rolls Royce engine bay, less engine|
|Front subframe dropped out of a Shadow/Corniche series Rolls Royce|
John Elder Robison is an independent Rolls Royce and Bentley specialist in Springfield, Massachusetts. Find him online at www.robisonservice.com and on the phone at (413) 785-1665