You hear a great deal of horror stories regarding the Freelander 1 – repeated head gasket failures; complete drive trains destroyed; engines blown up… – is it really THAT bad?
The very first thing to realise isn’t that all Freelander 1’s are designed equal. Within the Freelander 1 range you will find four different engines:
– the DI diesel Freelander (manufactured from 1997 until 2000 using a 2.0 litre Rover L-Series engine);
– the 1.8 petrol Freelander (manufactured from 1997 until 2006 that has a 1.8 litre Rover K-Series engine);
– the TD4 diesel Freelander (created from 2001 until 2006 that has a 2.0 litre BMW M47 engine);
– the V6 petrol Freelander (constructed from 2001 until 2006 that has a 2.5 litre Rover KV6 engine).
The drive train for many Freelander 1’s is founded on an IRD unit in front (the equivalent of a transfer box); a viscous coupling unit at the center of the prop shaft as well as a rear differential, quite clearly with the rear. Apart from some minor differences, particularly using the V6 Freelander, this drive train is the similar across the selection of Freelander 1’s.
So the gender chart that causes a lot of problems while using Freelander 1’s? What could it be everybody is very much complaining about?
The common faults together with the Freelander 1’s may be split into three categories:
– Drive train issues;
– Engine issues;
– Electrical issues.
The Freelander 1 can be a brilliant 4×4, extremely capable off-road – it is going to give any Defender a run for it’s money – while using massive good thing about being an incredibly comfortable vehicle; no bouncing down and up hitting the head on the roof over these! However, some owners experience massive failure on the drive train, accompanied by an equally massive hit towards the bank account to place it right. Complete destruction on the IRD and / or the rear differential. Why? Is this a fault from the Freelander 1? No. There is absolutely no problem while using Freelander 1 drive train design; nor it is possible to weakness inside system that causes it to fail. All of these drive train issues come from a failure in communication. Yes, you read correctly, failing in communication.
There are two common causes from the unfortunately too common drive train issues. The first would be the viscous coupling unit (VCU). This innocent looking unit actually features a life span, in this experience it is around 70,000 miles. Because it can be a sealed unit it’s very difficult to test when the VCU is because be changed plus the most reliable means of protecting your drive train would be to bite the bullet and put it back every 70,000 miles, equally you would a timing belt. The communication issue is that it hasn’t been included in the service schedule, since the timing belt is, so because of this many owners do not know it needs to get changed. The result? It tightens up, puts stress on the drive train and destroys, usually IRD unit. If this change was on the service schedule the Freelander itself wouldn’t be criticized for your resulting failures.
The second drive train dilemma is caused by mismatched tyres. There is just a 5mm tolerance inside the rolling radius in the tyres if mismatched tyres are forced on this could destroy the trunk differential inside 5 miles. Although the Freelander hand book does specify that each one four tyres should invariably be replaced together, unfortunately many tyre fitters are content to replace just two each time – only one should you insist! Again not the fault on the Freelander, we require those that serve us to comprehend the catastrophic effect of producing a mismatch by only replacing a few tyres.
So far our Freelander is innocent. The drive train problems are generated by a no communication.
So now we come on the engine problems. There are four different engines, here you have to judge each Freelander individually.
The DI diesel Freelander, using its old style diesel engine and minimal sensors, is undoubtedly an absolute workhorse. If this was the one engine inside the Freelander range we might be broke! No common faults here. This Freelander is certainly innocent of most charges thus far.
Now we get to your 1.8 petrol Freelander. Unfortunately perform believe this can be the Freelander which caused all Freelander’s for being charged with being “THAT” bad! But can it be really the fault from the Freelander? The Rover 1.8 K-series engine is often a magnificent bit of engineering, used extensively in racing for the incredible lightness. It did, however, provide an initial design fault. The cylinder head gasket only agreed to be too flimsy with the Freelander plus the use of plastic dowels would not help. This has caused almost every 1.8 Freelander to blow the actual top gasket, usually by 70,000 miles. But an alternative was soon found from the form of an altered multi layer steel head gasket with steel dowels; using this fitted properly each of the problems go away completely. So why do some owners experience multiple head gasket failures? One reason offers some garages have fitted another SINGLE layer head gasket if they have done the replacement – certain to blow again! The other reason is, each head gasket has blown you’ll find many parts from the system which is usually affected, more so if sealing liquids happen to be added on the coolant (the Freelander’s hate these sealing liquids); in case all these affected regions are not addressed and rectified then further problems together with the cooling system may occur, which may ultimately produce another head gasket failure. Just investing in a new head gasket isn’t a total fix every head gasket has failed. In addition using blue or green coolant, in lieu of red, can erode the actual top gasket hence causing head gasket failure. The 1.8 Freelander is guilty as charged the way it does come with an inherent issue at manufacture; however repeated failures aren’t the fault with the Freelander.
The TD4 diesel Freelander is just about the popular in the range. This is often a much more complex engine as opposed to L-series diesel, so because of this, services or products modern vehicle, does have a few more issues – many of which come from sensors! The low pressure fuel pump includes a shorter expected life than could well be ideal, however we may generally say there may be only one serious problem these engines have, that’s over and above what you’d expect to see from any other engine, this can be the problem with the engine being suffocated and at last being completely destroyed. What causes this? It is brought on by the failure to restore the crankcase breather filter in the event the Freelander is serviced. Now this breather filter is around the service schedule, and we all cannot blame communication these times. We generally only see this problem in the event the Freelander continues to be serviced by the generalist garage. It is evident that some generalist garages will not realise this filter exists (it truly is tucked away with the rear on the engine) and neglect to change it. Once again, the TD4 Freelander is innocent of charges up to now.
The final Freelander through to charge may be the V6 petrol Freelander. This would be the one while using power. A beast associated with an engine which genuinely does need a specialist and specialist tooling to solve it. This one will put a smile with your face when you drive down the path, and often will it enable you to get where you need to go? As the name implies the V6 Freelander includes a six cylinder V engine. The main trouble with these engines would be that the thermostat is at the center of the V – where every one of the heat is – and is particularly encased in the plastic housing. This means it might be prone to leaking. In itself, changing a thermostat just isn’t such a problem, however, should the owner doesn’t notice the decrease of coolant this may result in head gasket failure, which about this engine is really a big job. So could be the Freelander V6 guilty as charged? If you look at your coolant level regularly it couldn’t survive a big issue, but we admit there is definitely an inherent issue there.
On towards the final group of common faults, the electrics. In this category are definitely the sunroof, the electric windows plus the central locking doors.
The sunroof does result in a problem around the Freelander with lots of owners finding closing this, using fuse out and pretending they never had one as being a lot more enjoyable. The problem, however, is due to our winters and several servicing. If the sunroof just isn’t greased with the services and is particularly not opened and closed regularly, the result is it rusts and seizes. Our beloved Freelander is innocent.
Sorry Freelander, we love to you to bits, however when it comes to windows and doors you happen to be GUILTY. Be prepared with the wires to snap within the window mechanisms hopefully leaving your window up instead of down. Be ready for a number of doors to will not unlock / lock whenever you press the central locking buttons if you have never had all of these problems you happen to be blessed.
Before delivering your sentence within the Freelander 1 remember that most vehicles their very own foibles; you might be never fully alert to them soon you research or own one. In addition, in the event you read every one of the forums keep in mind people generally search for a forum simply because have a problem, you won’t find many owners without problems posting there. There are forums for every single vehicle, all brimming with owners with problems.