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General Discussion Area / Re: Budget.
« on: 26 November 2025, 12:26:07 »
Well they have just screwed everyone over who is paying into pensions.....
- 29 November 2025, 21:50:23
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2
General Car Chat / Re: 2009 XF 3.0 petrol project
« on: 26 November 2025, 12:16:22 »Certainly the alternator on my 2010 3l diesel XJ didn't need any coding, and I imagine its a similar setup.
It is the same system
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General Car Chat / Re: 2009 XF 3.0 petrol project
« on: 26 November 2025, 12:15:30 »
I think at that age they might be a Valeo or Marelli part (later are Bosch mostly), it is a pretty common design (all be it with different castings to suit different mountings for different manufacturers).
Once removed, from below it would appear, it should be obvious.
Once removed, from below it would appear, it should be obvious.
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General Car Chat / Re: 2009 XF 3.0 petrol project
« on: 26 November 2025, 07:43:38 »
It is a LIN controlled alternator (as are most from the last 10+ years)
Topix states:
On 3.0L vehicles, the charging system consists of a 130 A output generator and regulator assembly. The generator and regulator assembly generates electrical power for the vehicle electrical system and maintains the battery in a charged state.
When the engine is running the generator produces an alternating current, which is converted to a direct current internally. The output from the generator is controlled by the voltage regulator (located inside the generator) and then supplied to the battery through the main battery positive cable.
The generator is mounted on the front right side of the engine and driven at approximately 3 times engine speed by the accessory drive belt. Refer to: Accessory Drive (303-05B, Description and Operation).
The output voltage required from the generator and regulator is calculated by the battery monitoring system. Refer to: Battery and Cables (414-01 Battery, Mounting and Cables, Description and Operation).
The battery monitoring system signals the calculated voltage to the ECM via the RJB and the instrument cluster. The ECM then transmits the calculated voltage to the generator and regulator on the LIN bus connection.
The ECM will over-ride the voltage value requested by the battery monitoring system if it detects a fault in the generator and regulator. The ECM also signals the instrument cluster to display a warning message if it detects a fault with the generator and regulator. Refer to: Instrument Cluster (413-01 Instrument Cluster, Description and Operation).
The regulator provides a controlled variable voltage output from the generator. Two electrical terminals are provided on the outer casing of the generator. One terminal supplies the direct current (DC) voltage output from the generator to the battery positive terminal. The second terminal provides the LIN bus connection between the regulator and the ECM.
Topix, in the replacement procedure, makes no mention of needing to code the unit.
Pretty much every type of regulator is available online
Topix states:
On 3.0L vehicles, the charging system consists of a 130 A output generator and regulator assembly. The generator and regulator assembly generates electrical power for the vehicle electrical system and maintains the battery in a charged state.
When the engine is running the generator produces an alternating current, which is converted to a direct current internally. The output from the generator is controlled by the voltage regulator (located inside the generator) and then supplied to the battery through the main battery positive cable.
The generator is mounted on the front right side of the engine and driven at approximately 3 times engine speed by the accessory drive belt. Refer to: Accessory Drive (303-05B, Description and Operation).
The output voltage required from the generator and regulator is calculated by the battery monitoring system. Refer to: Battery and Cables (414-01 Battery, Mounting and Cables, Description and Operation).
The battery monitoring system signals the calculated voltage to the ECM via the RJB and the instrument cluster. The ECM then transmits the calculated voltage to the generator and regulator on the LIN bus connection.
The ECM will over-ride the voltage value requested by the battery monitoring system if it detects a fault in the generator and regulator. The ECM also signals the instrument cluster to display a warning message if it detects a fault with the generator and regulator. Refer to: Instrument Cluster (413-01 Instrument Cluster, Description and Operation).
The regulator provides a controlled variable voltage output from the generator. Two electrical terminals are provided on the outer casing of the generator. One terminal supplies the direct current (DC) voltage output from the generator to the battery positive terminal. The second terminal provides the LIN bus connection between the regulator and the ECM.
Topix, in the replacement procedure, makes no mention of needing to code the unit.
Pretty much every type of regulator is available online
5
General Discussion Area / Re: Boiler boffins.
« on: 24 November 2025, 15:31:52 »I think our Lord should get rid of that dirty old boiler, replace it with an Air Source Heat Pump and save the planet!
Not while I still have breath in my body.....
They don't seem to work very well from what I hear.
I think you may be right Opti.
One of my friends very recently moved into a brand new house which has been fitted with one of these new fangled heat pumps. Over the last week it has become very cold down here, but she tells me the heating will only get to a certain level and no more, with her bedrooms remaining quite cold! Another friend of mine is a master builder, and is very well qualified in the plumbing, and electrical, fields. He says that the heat pumps have a limit on how much heat they actually push out, which is no where near as high as it is with an gas central heating system.
What the hell is going on I think?!! Why are heat pumps being so enthusiastically promoted if they have limits for houses in our climate?!
The biggest issue with heat pumps is they are complicated to setup and get working well......sadly the fitters are not up to the task all to often.
You also need good insulation, suitable sized heat emitters (radiators, under floor heating etc, to run at a lower flow temperature), and to run them 24/7 (with the hot water heating at low cost hours.
Do this and they are excellent......but you have to get over the first problem first
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General Car Chat / Re: So what have you done to your car today?
« on: 19 November 2025, 13:05:59 »The Merc is a bit more robust than that. If it runs dry,.you simply add more fuel and cycle the ignition a handful of times. Same procedure as a filter change.
Managed to run the Alabama Mumsybus dry once... 5 litres was only just enough to prime it
That is true of most but, running it dry means a period of no fuel in the HP pump, metal on metal, no lube, not ideal
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General Car Chat / Re: So what have you done to your car today?
« on: 18 November 2025, 17:02:50 »
Rail, as soon as there is even a hint of air, it drops
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General Car Chat / Re: So what have you done to your car today?
« on: 18 November 2025, 13:13:44 »
Common rails won't run fully dry, they warn, then reduced power, then shut down......the HP pump does not take well running with air in it so they detect rail pressure
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General Discussion Area / Re: Black Friday
« on: 14 November 2025, 14:11:11 »
Wasn't he in Robinson Crusoe
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General Discussion Area / Re: German Markets
« on: 14 November 2025, 11:56:12 »
Always a pleasure to meet up
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General Discussion Area / Re: Uninsured driving
« on: 11 November 2025, 08:49:19 »
I actually drove over my second finished HS2 bridge today !
If you drive down the A46 past the Warwick Uni turn, there is a bridge the council had built to improve the junction......and its not finished, and may need demolition as they cannot construct the connections to the bridge due to a design issue (claimed as a shortage of the correct infill materials.......)
If you drive down the A46 past the Warwick Uni turn, there is a bridge the council had built to improve the junction......and its not finished, and may need demolition as they cannot construct the connections to the bridge due to a design issue (claimed as a shortage of the correct infill materials.......)
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General Car Chat / Re: Harry Metcalfe's Jag
« on: 11 November 2025, 08:29:03 »
It is one hell of a car (have seen and sat in it) and Harry was saying it gets down the road, and also now corners, like something pretty modern and high spec.
I guess if its what you want, you have the money, and don't want the hastle of getting your own to that standard, then it's not an awful price to pay
I guess if its what you want, you have the money, and don't want the hastle of getting your own to that standard, then it's not an awful price to pay
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General Discussion Area / Re: Kentucky plane crash
« on: 06 November 2025, 11:58:54 »
Latest dashcam footage shows the port engine completely detached, which suggests more than a bird strike.
This has happened before on a DC10
This has happened before on a DC10
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General Discussion Area / Re: Kentucky plane crash
« on: 06 November 2025, 08:02:27 »
Its interesting that it ejected the main section (less the fan) of the port engine, claims that you can then see the tail engine flame out.
So you are now in a world of an engine cavity on fire and down to less than a third of the thrust.
So you are now in a world of an engine cavity on fire and down to less than a third of the thrust.
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General Discussion Area / Kentucky plane crash
« on: 05 November 2025, 09:37:52 »
Interesting one this and some good images and coverage if you are into that sort of thing.
When I visited the US earlier in the year I was surprised then to see MD11s still in use for cargo, and sadly one has gone down.
Some interesting shots of the wing on fire and an engine sat at the side of the runway!
When I visited the US earlier in the year I was surprised then to see MD11s still in use for cargo, and sadly one has gone down.
Some interesting shots of the wing on fire and an engine sat at the side of the runway!