You hear a lot of horror stories just approximately the Freelander 1 – repeated head gasket failures; utter goal trains destroyed; engines blown happening… – are they in endeavor of fact THAT bad?
The first matter to realise is that not all Freelander 1’s are made equal. Within the Freelander 1 range there are four swing engines best head gasket leak sealer:
– the DI diesel Freelander (produced from 1997 until 2000 previously a 2.0 litre Rover L-Series engine);
– the 1.8 petrol Freelander (produced from 1997 until 2006 bearing in mind a 1.8 litre Rover K-Series engine);
– the TD4 diesel Freelander (produced from 2001 until 2006 subsequent to a 2.0 litre BMW M47 engine);
– the V6 petrol Freelander (produced from 2001 until 2006 as soon as a 2.5 litre Rover KV6 engine).
The goal train for all Freelander 1’s is based upon an IRD unit at the belly (the equivalent of a transfer crate); a viscous coupling unit in the centre of the prop shaft and a rear differential, quite conveniently at the rear. Apart from some teenager differences, particularly once the V6 Freelander, this aspiration train is the same across the range of Freelander 1’s.
So what is it that causes for that gloss many problems bearing in mind the Freelander 1’s? What is it everybody seems to be complaining not quite?
The common faults gone the Freelander 1’s can be split into three categories:
– Drive train issues;
– Engine issues;
– Electrical issues.
The Freelander 1 is a brilliant 4×4, totally adroit off road – it will pay for any Defender a control for it’s child support – when the great benefit of being an incredibly pleasing vehicle; no bouncing occurring and the length of hitting your head upon the roof in these! However, some owners experience loud failure of the twist train, followed by an equally loud hit to the version to put it right. Complete destruction of the IRD and / or the rear differential. Why? Is this a deformity of the Freelander 1? No. There is absolutely no problem once the Freelander 1 dream train design; nor is there a illness in the system which causes it to fail. All of these face train issues are caused by a failure in communication. Yes, you admission correctly, a failure in communication.
There are two common causes of the unfortunately all too common aspiration train issues. The first is the viscous coupling unit (VCU). This good looking unit actually has a moving picture span, in our experience it is a propos 70,000 miles. Because it is a sealed unit it is totally hard to exam if the VCU is due to be misrepresented and the most obedient habit of protecting your purpose train is to bite the bullet and bend it the whole 70,000 miles, just as you would a timing fashion adviser. The communication burden is that it has never been included in a facilitate schedule, as the timing handbag is, and therefore many owners are not taking place to date it needs to be changed. The result? It tightens taking place, puts strain upon the drive train and destroys, generally the IRD unit. If this rework was upon a sustain schedule the Freelander itself would not be criticized for the resulting failures.