The lorry was plated/MOT’d in April with no advisories and I purchased in June. I did have an inspection prior to purchase, but these issues have only now come to the fore. It was apparently serviced at the time of MOT and the engine oil certainly looks clean - longest dipstick I have ever seen!! I do wonder if the air drier filter was done then - I suspect not.
My knowledge is limited to what I have read on this good forum and from “googling” any queries/questions so is good to have some additional constructive comment.
Will certainly report back when all done.
yea, seek out a good local place to have a look first. ask your friends in the area, someone that will have an interest in you keeping your bank balance intact. not one that will go overboard with parts required. shame you werent nearer.
The front brake discs and pads have been replaced - one of the discs split into 2 pieces whilst being taken off so this was probably the catalyst to the problem. Kings pins also had some movement so they have been shimmed whilst everything was apart. No brake judder evident on test drive but the proof will be after a longer journey.
The air drier cartridge has also been changed - it was rather gunked up! The suggestion is that the seals on the compressor are not doing their job properly and in due course a replacement compressor may be needed but at present the air pressure pumps up quickly and remains there so it’s all fine to carry on.
The only problem now is that the wear indicator on the dash is constantly on (wasn’t on before) - the fitter couldn’t see why and has gone away to order a couple of loom parts - I’m not really sure why the loom should be at fault as it’s only change is a new connection to the pads on the end! If anybody has an insight it would be helpful.
possibly relevant, I am sure my old mans Eurostar had the air pipes clog up eventually with a carbon like substance due to something similar.
and before anyone bangs on about maintaining it the bloody thing went in religiously as per schedule, cost a fortune compared to the old turbostar I drove.
1 …did they fit the larger air drier cartridge ,as it has an oil vapour trap
2 the king pins are a weak point and it is better to generally replace them ,shimming never generally works ,and they need regulary greasing
3…i guess you mean low pad warning …if it wasn’t on before ,they have possibly made an error when fitting the new pads and the wiring is damaged at the pads…
The only loom that is available if i remember is for the rear axle…The wiring fail on the front axle ,the wire is narrow and with the steering turning left and right,it flexes the wires and they rub of the corrugated sheathing…If they give the wires a pull it will snap at the weak point if it hasn’t already…,A couple of plug kits and some rubberised 2 core and some heat shrink will sort it
war1974:
possibly relevant, I am sure my old mans Eurostar had the air pipes clog up eventually with a carbon like substance due to something similar.
and before anyone bangs on about maintaining it the bloody thing went in religiously as per schedule, cost a fortune compared to the old turbostar I drove.
it can be inspected daily ,wear and tear takes it’s toll,there is only so much you can check ,and internal components are not included ,neither is opening looms to check wires or airlines …so I know what your saying
They fitted the same size cartridge - I have no idea if it is the larger one but it is approx 7inch diameter.
The shimming has been done now- we are back on the road for our trip this weekend, but next time I will bear this in mind.
Thanks for this info - the fitter did pull the wires a bit and did effect some repairs to the wiring but presumably not enough! Will I be able to see myself if I get underneath with a torch if the wiring at the pads is damaged?
It is a taller cartridge …designed to catch the oil fumes vapour
if you tilted the cab you would see the pad wiring…unless you put it on full lock you should be able to check…also if you short out the wires and the warning goes out then you know it is the pads
the system is just 1 wire that leaves the VIC ecu and goes in and out each wheel in turn and then back to the VIC …it sends an earth down the wire and if it se the earth return it will keep the warning out ,break the wire it wont see it’s earth return and it will then put the warning on
Due to the sawing effect of the conduit on the wire it can have multiple breaks and not just the one …As I mentioned before it is best to fit fresh 2 core and have the join in the chassis area ,so it is fresh wire that is being flexed…the wire is nothing special and it is a cheap repair
war1974:
possibly relevant, I am sure my old mans Eurostar had the air pipes clog up eventually with a carbon like substance due to something similar.
and before anyone bangs on about maintaining it the bloody thing went in religiously as per schedule, cost a fortune compared to the old turbostar I drove.
it can be inspected daily ,wear and tear takes it’s toll,there is only so much you can check ,and internal components are not included ,neither is opening looms to check wires or airlines …so I know what your saying
he broke down on the A19 had to be recovered as the air wouldn’t build up, ended up with it all being replaced. luckily for him we had just stopped for a bite to eat rather than running into teesport.
mind you it was by every means possible a Friday afternoon truck, if it could go wrong it did.
war1974:
possibly relevant, I am sure my old mans Eurostar had the air pipes clog up eventually with a carbon like substance due to something similar.
and before anyone bangs on about maintaining it the bloody thing went in religiously as per schedule, cost a fortune compared to the old turbostar I drove.
it can be inspected daily ,wear and tear takes it’s toll,there is only so much you can check ,and internal components are not included ,neither is opening looms to check wires or airlines …so I know what your saying
he broke down on the A19 had to be recovered as the air wouldn’t build up, ended up with it all being replaced. luckily for him we had just stopped for a bite to eat rather than running into teesport.
mind you it was by every means possible a Friday afternoon truck, if it could go wrong it did.
by the way I was agreeing with you …sometime I doesn’t come across as intended
TBH I wouldn’t worry too much about the wear sensor. Unless you’re going to take dobbin on a daily roller coaster ride the chassis will rot away before those pads need doing again.
With these horseboxes that sit parked up it can be a good idea to go and fuel up, a reasonable distance away, without dobbin in the back and give the engine and brakes a bit more of a workout.
I have managed to convince my bus enthusiast customers that the vehicle needs a good hour’s run, weather permitting once a week. It works really quite well, I can count on one hand the number of occasions in the last 10 years when they haven’t made a planned event because of an undiscovered fault.
…sometime I doesn’t come across as intended