miggit wrote:

to lift the car between heights, 25-30 seconds, this is the norm

The early L322 takes it's time 'settling in' (the suspension height light continues blinking), but the actual height changes happen just as quickly on my TD6 as with my TDV8. I can use the manual valve control in the IIDTool or change heights via the knob/buttons in the vehicle. The height 'jump' is more or less the same - providing the reservoir is full.

There is no difference in line diameters or reservoir. And, tho I've never compared directly, but I don't believe the valves in the 06> are going to be more restrictive than in the early L322.

A single change up (access to standard or standard to off-road) should be more or less covered by the volume in the reservoir. So unless you do multiple height changes in a row or go from access to off-road, the compressor should not even play that great a role - except, possibly, when the car is 'settling in' and making final adjustments. This does seem to take longer on the early L322 than on the later, but I believe that this is down to programming.

Miggit, if you're waiting for the RR to actually come up rather than just 'settling in', I'd think you may have an issue. It does not sound like the norm.

There are numerous ideas floating around the inter web on modifying the EAS for more air, to function faster (mexican car dancing?), inflating tires that have been aired down for off-road, etc. Realizing a working idea is not as easy as it seems at first glance tho - at least not if you want to keep the system halfway reliable. That means air in and out through the drier, not many addtl (leaking) connectors, etc. 
RRC 2Dr, RRC 4Dr,
P38, and 2 L322s
(wife thinks I'm nuts - prob right, too)

Hi Steve, my 'ang' 'over, when poised to jump in to a waiting hitch, sort of goes like this. I leave the tailgate open to delay all until I can get to the catch on the hitch, so with high selected and tailgate and all doors shut, it will pause for a couple of seconds and then quickly rise about an inch (25mm as I believe you are metric ), then it will creep up for 15 - 20 seconds before it's there. My pals P38, when high is selected will rise and lift the trailer in under 5 seconds , rocket speed It just has more lifting power

Now I will be moaned at saying that the systems are totally different, granted, mine has a physically bigger pump, just it's lazy

I can accept that there are differences between the 2 systems, it would appear that the L322 has bigger air bags than the P38, so that would account for some of the delay. And the P38 tank looks a lot bigger too, so that will give more air at lifting pressure than the L322. I suppose that L/R have compacted the system to make the install neater. I've also got this little voice in the back of my mind saying that the later (2006 -) pumps run at a higher pressure, think its about 2 bar more, which would delay the onset of slow lift, L/R answer to Brewers Droop

Would the early system run at the higher pressure that the later run at? Could it simply be a case of changing the pressure sender on the tank for a later one? Or does the system have a safety blow off valve? In which case a second tank or a larger replacement one would do the trick, or, could go down the route of Haylands twin turbo pump system, which will replenish the lost air twice as quickly.... What to do........ Yesterday I couldn't spell Engineer... Today I are one!
Inventor of the 'Guide-o-Matic automatic wheel alignment tool'
Former long term L322 owner, Up/Down graded to a Classic Tractor!

From what height to what height are you going?

Look at the bright side: you have plenty of time to flip the switch, get out of the car, walk around back grab the release handle on the hitch, etc. LOL
JK

There has to be a solution. I am still thinking it is electronic/programming. 
RRC 2Dr, RRC 4Dr,
P38, and 2 L322s
(wife thinks I'm nuts - prob right, too)

Steve, mine stops using air from the tank when the pressure drops to around 140PSI, surely there must be more left to fill the bags some more..... Pete
__________________________________________________
2014 L405 Autobiography SDV8 4.4 Loire Blue Ebony interior
2012 L322 Autobiography 5.0 Supercharged Ipanema Sand Sold
2011 L322 Vogue SE 4.4 TDV8 Baltic Blue. Sold
2002 L322 Vogue 4.4 V8 Epson Green (Fatty Offroader) Sold
-Click for Project Fatty off roader-

Hmmm, you've got me thinking Pete, ! , when I had my EAS failure and the death Bong sounded, followed by the screen of Doom announcing 'Your Screwed', I was in Birmingham. I managed to get all the way to Northampton services, well with in 1/2 mile, before the nose dropped and it started Bong, 'Your Screwed, Max 35 Mph'.
So from this and your comments, I have drawn the conclusion that the valve blocks shut off below 140 psi, as I had a pin hole in one of my front struts, which caused the pump to wear it's self out, and cause the system to fail. But the rear end stayed up all the time, this was how I knew I had a problem...... One minute I was quite happily chugging down the M1 at 50, surveying the road ahead, the next I was looking at the tarmac 20 feet in front and thinking 'I don't remember a steep hill here' , at which point the death Bong started
2 days later when I was fitting the new struts, the rear end was still up in the air, 70's hot rod style, not befitting a FFRR
So I go back to my question, if I fitted the higher pressure switch, off a later setup, will it work and give me more air at 140 psi +, or will the ECU kick up a fuss and start the Bong game? Failing that is there anyway to raise the pressure using a IID or similar? Or get the 140 psi shut off lowered? Yesterday I couldn't spell Engineer... Today I are one!
Inventor of the 'Guide-o-Matic automatic wheel alignment tool'
Former long term L322 owner, Up/Down graded to a Classic Tractor!

I think you may have this back to front, the "later" vehicles Vin 106310 onwards, operate at a lower pressure than the earlier vehicles upto Vin 106309.
ie the later vehicles operate at 171psi, the earlier vehicles at 199psi.
I have a suspicion that the pressure doesn't drop below 140psi as that is the minimum pressure required to produce the force to support / lift the car using the air bags fitted.

Early FFRR's run at a higher pressure
That's up the theories
However the later FFRR's Must have a different system to operate at a lower pressure, otherwise they would take even longer. Unless the pumps produce significantly more air at a higher pressure.
As far as the revelation that 140 psi is required to lift the car......... not so sure that that is correct, if you've ever pumped up a flat tyre on the car, it will lift the weight at a few psi, it's all down to how much air you are putting in, the volume not the pressure. All a higher pressure will achieve is a quicker reaction to the lift.
So does anyone know the pressure that a P38 runs at? If this is even higher than the L322 then combined with the suspected higher volume of air on tap, could explain it's superior performance.
As for the later L322's, they can only be operating at a much lower cut off pressure, or higher volume, otherwise they would be even worse.
All a higher operating pressure will cause, is a firmer ride, with less travel on the springs......... maybe the later cars have a softer ride to compensate for the lack of bounce in the tyres  Yesterday I couldn't spell Engineer... Today I are one!
Inventor of the 'Guide-o-Matic automatic wheel alignment tool'
Former long term L322 owner, Up/Down graded to a Classic Tractor!

I don't think you can compare the airbags with a tyre for lifting capabilities, I think airbags are more akin to air operated pistons in so far as the air is only usefully providing lift force to the top and bottom of the airbags the sidewall merely contain the air as a cylinder would.
Hence the lifting force is a result of the surface area of the top and bottom of each airbag and the air pressure applied to those surfaces.
As above I suspect that to generate sufficient support / lift a minimum air pressure is required, possibly 140psi.
Generally to lift the car I would expect the contents of the receiver to be capable of that without the assistance of the compressor which would only come in to top up the depleted receiver.
Which is why I think the only way to speed up a change in height is more air storage in order the pressure in the receiver doesn't drop to the minimum required.

I could be wrong though.

The air suspension on a P38 runs at a lower pressure than the L322.

All of which is why I asked on the height changes: Miggit - from what height to what are you usually going?
The reason I ask is that I really think it is the programming of the ECU - not a mechanical/design issue.

If you are only going from access to standard, try setting off-road. Then the RR will 'jump' more than once and be closer to the off-road height before slowing for the final ascent.

If you are going from standard to off, you need to set off-road higher . The IIDTool would be the only device that allows this sort of change (and only on the 02-05 L322).

Or you could simply use an IIDTool or another diagnostic tool to manually control the valves to raise the back/all 4 corners.

and: you can not change any settings such as the EAS pressures. We can only make changes to systems that LR has programmed in (CCF) - we are not programming 'free hand'. 140psi should be fine - I would have to experiment with my RR at lower pressures to see how it reacts w/ manual valve control. 
RRC 2Dr, RRC 4Dr,
P38, and 2 L322s
(wife thinks I'm nuts - prob right, too)

Right Steve, I'm going from normal to offroad, and it all seems fine for the first inch and then everything gets rather slow
I was hoping to lower the cutoff pressure rather than raising the system pressure, if the early L322's run at a higher pressure to start with then the only gain by raising the pressure would be to turn it in to a time bomb, and we don't want that
I'm just finding it hard to understand why a system that's running at 28 psi more can be the slowest, it does not compute It seems that the lower the pressure the quicker it all happens
Plus how does the later system manage to raise the car when it's only got 31psi before cutout, compared with the 59psi of the early system. I can see this turning in to one of life's unexplained mysteries.............

nicedayforit, I think your right buddy MORE AIR Lots more Hmmm, twin tanks and twin turbo Me like the sound of that  Yesterday I couldn't spell Engineer... Today I are one!
Inventor of the 'Guide-o-Matic automatic wheel alignment tool'
Former long term L322 owner, Up/Down graded to a Classic Tractor!

Miggit,
Like I said, I believe it is in the programming. Nothing mechanical - the first inch (in your words) or 'jump' (in mine) attest to that. And if you control the valves manually with a diagnostic tool, you can rocket most of the way up to the top (end of travel) from standard height on a full reservoir.

If you can, get one of the pros on the boards such as Cam-Tech-Craig (or others - there are more on Disco3.co.uk) with an IIDTool Pro to increase only your off-road height. That way the first 'jump' in height should be bigger (2"+ ) before the EAS starts adjusting more slowly as it gets close to the target height. The IIDTool is the only diagnostic tool that can adjust the individual heights (off-road, standard, motorway, access) separately - and only on the 2002-05 L322.

Alternatively, if you can wait 2 weeks or so, I can test this on my TD6. I am traveling at the moment... 
RRC 2Dr, RRC 4Dr,
P38, and 2 L322s
(wife thinks I'm nuts - prob right, too)

I have all the time in the world, while I wait for my car to rise I'm not in a fantastic rush to sort it out, it's more of an annoyance that will need to be addressed at some stage this year, plus what it would cost me to go and see Craig, i might as well get the pro IID tool
Before I start to lash out dosh to sort this, I'm happy to do as much research as possible. From what your telling, no matter how much air I have on tap things ain't going to get any quicker, so I may as well wait for a bright spark to give the computer a swift kick up the rear, to wake it up and stop all of it's faffing about  Yesterday I couldn't spell Engineer... Today I are one!
Inventor of the 'Guide-o-Matic automatic wheel alignment tool'
Former long term L322 owner, Up/Down graded to a Classic Tractor!