Hi All, after thinking about getting into one of these cars for a very long time, an opportunity popped up for me to get myself a ridiculously cheap FFRR, needing some love.

I am the proud new owner of this pretty, young (by my usual standards) 2006 L322. Starts, runs, drives quite nicely and upon hearing the supercharger whirr for the first time on a test drive I was never going to be able to walk away.

It has seen some rough use transporting horses and children over the last couple of years, based on the amount of dirt it came with I'm left wondering whether the horses may have actually been transported inside the car, but is otherwise intact and is currently undergoing a complete trim and carpet removal deep clean to bring it back up to standard.

Unfortunately that's not the only reason I'm tearing apart the interior, as the reason for being sold cheap is that there is something wrong with something on the high speed CANBUS, with the car showing HDC error, suspension lowered and sometimes transmission fault errors. This is what led the last owner to give up and move it on, having already replaced the ABS module with a new one at a LR specialist, the result of which being that the car came back with a set of new and interesting problems different to what it started with.

Already owning an RRC with the Lucas Prince of Darkness 3.5 flapper, and also a V12 BMW E32 750iL and being able to keep those going, "how hard can it be" I think to myself. It's quite entertaining seeing the cross-pollination of the DNA of those two vehicles in the L322 as I pull it apart, actually.

I've already found a wealth of information on this forum helping me to get started on this journey, one I'm hoping to end with this object of desire at a bargain price. Time will tell...

An excellent choice sir. Congratulations 2012 Vogue TDV8 in Aintree green

Lovely - can't beat a challenge

Looking forward to seeing your progress and good luck - I'm enjoying bringing mine up to scratch  Gavin

2005 Range Rover Vogue SE 4.2 Supercharged V8

Follow my 4.2 Supercharged antics -
https://www.fullfatrr.com/forum/topic63354.html
https://www.instagram.com/l322_supercharged/
https://www.youtube.com/channel/UC8ChHNSdscnJarKjBLd_IAg

I bet it has zero rust .................

It's in Australia! No snow = no salt = no rust!

Cars just last forever here. Even my RRC has no rust in the tailgate!

Click image to enlarge

Did I mention that the car came with a Faultmate at the price?

Looking at the 2006+ circuit diagrams, on the high speed CANBUS I should have:
- ABS Module
- Engine Control Module
- Transmission Control Module
- Transfer Box Control Module
- Air Suspension Control Module
- AFS ECU
- Instrument Cluster
- Steering Angle Sensor
- Diagnostic Socket
- Restraints Control Module
- Switch pack Centre console
- Parking Brake Module
- Rear Differential Control Module

Of those so far I have physically found all except the Restraints, Parking Brake and Rear Diff modules.

The Faultmate is giving me hundreds of codes, but notable says it cannot communicate with the ABS, Park Brake or Rear Diff modules.

Despite reading that every 4.2 SC has an ETC diff, as far as I can tell at this point this one doesn't. Looking up under the car at the diff, it looks a lot like the images I've seen of the non-ETC diffs, and has no electronic looking connections or items on the housing. I've dug up the carpet under the rear seats and the hidey hole where I've seen the rear diff module in a video on the left side of the car only has a moulded piece of polystyrene blanking it out...

Further, the car has a manual lever handbrake that certainly feels conventional, and doesn't seem to have any modules sitting above the rear diff where the Parking Brake module is meant to be. Does every L322 have a Parking Brake module or is that only for cars that have an electronic handbrake driven by a switch?

Not having either of those features explains the non-comms from the two modules if that's the case, just leaving the replaced and definitely new looking ABS module.

The workshop manual tech service bulletin for the CAN system says that the resistance across the pairs should read either 60 or 120 Ohms. With the battery disconnected, the ABS module on its own happily reads 120 Ohms across its pins, and that value makes its way all the way to the ECM connector. In fact, with some jiggling of wires and troubleshooting, I've managed to get the whole system to read 120 Ohms (transmission not connected), or 60 Ohms (transmission connected), and can verify continuity between connectors at each of the connectors I've found so far.

Right up until I connect the battery again, and the resistance changes dramatically, and continues to change inconsistently as I disconnect or reconnect the connectors. The CAN system has then been reading variously 500 Ohms, 700 Ohms, 20 kOhms, open circuit or short circuit and I can't work out the logic as to what makes it pick what. Guess is that one of the modules is doing it. Despite the ABS module being the one not communicating, I am really feeling like that's not the one causing the problem, although I might just need to stick a 120Ohm resistor into its socket and remove it to see what's going on next.

If someone could confirm or deny my theories on the Diff and Park Brake modules that would be much appreciated!

Quote:

Despite reading that every 4.2 SC has an ETC diff, as far as I can tell at this point this one doesn't

Electronic rear diff was only introduced when terrain response was fitted for the MY07 facelift IIRC 2005 E60 M5
2006 L322 4.2 SC
2020 Tesla Model S Long Range
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2004 L322 4.4 Vogue, 2019 NP300 Navara, 2016 NP300 Navara, 2002 L322 4.4 HSE, 2006 (MY07) L322 S/C ,2001 330Ci Sport Track Car, 2005 650i Coupe, 2001 P38 Vogue, 2003 530i Sport Touring, 1999 P38 4.6 HSE, 2002 E39 M5, 1995 300zx TT Slicktop, 1997 M3 Evo, 1992 300zx TT Targa, 1998 323i Coupe

Thanks Superspoons and quavey, that's confirmation enough for me that it just doesn't have the diff or associated control module.

I have been individually disconnecting the modules that I have gotten to so far and seeing how that effects the resistance across the CANBUS. Disconnecting the ABS module and putting a 120 Ohm resistor in the appropriate pins to mimic the terminating resistor in the module, I'm now at the point where I can have the battery connected with ignition off, appropriately reading 120 Ohms (or 60 Ohms with the transmission connected, which must have another terminating resistor in lieu of having a park brake module?).

Turning ignition on, the bus short circuits. Disconnecting modules one by one to see which module is doing it, I haven't found it yet. With the TCCM disconnected I'm bridging the blue and yellow connectors, and doing the same thing across pins 44/45 & 57/58 in the ECU connector to keep continuity through the whole bus as these and the instrument cluster have the spine running through them.

I now have disconnected:
- ABS Module
- Engine Control Module
- Transmission Control Module
- Transfer Box Control Module
- Air Suspension Control Module
- AFS ECU
- Steering Angle Sensor

I am of the belief that the car just doesn't have for me to disconnect:
- Parking Brake Module
- Rear Differential Control Module
- Switch pack Centre console (is this related to terrain response? I have the older style descent control switch)

This leaves connected to the bus:
- Instrument Cluster
- Diagnostic Socket
- Restraints Control Module

Switching the ignition on and off with these remaining items connected causes the bus to short circuit for some 20 seconds, then come back to the expected 120 Ohms. I haven't tested the time precisely yet to see how consistent that is.

Is there a fault in either the cluster or RCM that could cause the bus to short on powering up when switching to ignition? Then resolving as it powers down after some amount of time when ignition gets switched off?

Daylight and weather permitting I'll try to remove the centre console so that I can get to the RCM and try to rule that out as well.

Surely the bus isn't meant to read short circuit by design with the ignition on??