Left unmonitored, however, they can cause catastrophic damage to your engine. The model was continually upgraded though and by the time it left production in 2002, the P38A was well developed.Despite that, it’s been somewhat airbrushed out of Land Rover’s own official history which tends to jump from classic to L322 models without so much as a mention of the P38A. The solution was to buy in an engine offering suitable refinement and after considering Mercedes and GM alternatives, Land Rover ended up in Munich, where a deal was done to source the 2.5-litre six-cylinder turbo-diesel used in the 3 and 5-Series.It was a commendably smooth unit, although rather lacking in power at 143bhp and even when remapped to provide better low-end torque in its Range Rover application (at the expense of output dropping further to 136bhp)  it was never really up to the task of hauling the two-tonne P38A around.As for the rest of the running gear, the use of air suspension on the range-topping LSE model of the classic Range Rover had been well received, allowing the ride height to be lowered for convenience but then raised for proper off-roading when required. There’s also a filter in the system which is often overlooked but should be replaced frequently and costs just £12. On the LSE, the compressor and air rams are truck-specification and the compressor lives under car on the chassis where it remains cool, whereas the P38A places it in the heat of the underbonnet area.In itself this isn’t a problem, but any air leaks in the system will cause the compressor to run overtime and it will soon overheat. Gone then were the crude mouldings and jumbled BL switchgear of the old model, in favour of an upmarket new design owing a lot to the Rover 800 and with a sweeping centre console and soft-feel moulding.

There are three of these – known as heater blend motors – which operate the directional flaps and hot/cold air blending in the climate control unit. Essential offroad protection for outfitting an L322 will be outlined.Check out an overview of the different Diagnostic equipment and what works with your year L322. The rubber itself is thick, like the sidewall of a tyre, so only extreme off-roading will see them damaged but they will tend to perish over time, the resulting air leaks making the compressor work overtime.Although genuine Land Rover springs come in at over £250 a corner, the aftermarket replacements are under £60 each, making it easy to perform a complete overhaul. Even when in good condition there tends to be slack in the transmission.Try the car in both high and low ratio. Chris Zlama... The Range Rover is generally regarded as the world’s first truly luxurious SUV. Also expect rust in the steel bonnet; glassfibre replacements are available.Rust in the upper half of the tailgate is common; check the seams and bottom corners. 2015 Range Rover Evoque 2.0 TD4 SE Tech AWD, 18,256 miles, £22,900. The running gear was pretty much classic Range Rover, with the long-serving ex-Buick V8 carried over for the petrol models but when it came to the diesels, there was a problem: at this end of the market, the four-cylinder TDI engine from the classic Range Rover simply wouldn’t do and Land Rover’s own five-cylinder TD5 was still a long way from the showroom. Range Rover 4.2 V8 Supercharged Vogue SE, 2006, 106K miles, £6000: Yes, it’s the super-thirsty one (around 13mpg) but the Jaguar-sourced engine puts a serious spring in its step. The fuel filter (on the nearside inner wing) is sometimes removed, which leads to the fuel system getting clogged up.The VM turbodiesel engine is torquey but unrefined. Land Rover does not authorize or endorse this site. Make sure the locks on the top-half of the tail gate are not seized open, as this can result in the rear window becoming a large spoiler.The sills are structural so must be in good condition, but they’re often not.



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