Anyone do a manual EAS plumbing override to their rig?


I know the P38A lines to the valve block are unplugged and plumbed via "tees" into the air valves mounted on a plate at the front of the engine compartment. At any time, air can be pumped into any corner.


So, I just wanted to see if anyone has done this for any emergency in the field issues or hard EAS faults.


If not, I would be interested in helping get together some options.
I am planning on the engine swap and once the power is cut to the vehicle I will have to get to the bellhousing bolts and such. I would like to have that extra room underneath the LR.

 

I'd seen a product being marketed and developed for the LR3 several years ago. I think an Aussie company was doing that. I'm not sure what became of it and I've not met or heard of a single person that actually installed it. So, not a great sign...

 

bbyer has built an eas over ride, and manual switch. He'll be along to explain it. You'll find some of the documentation in his gallery.

 

Yeah that's good info. I believe his is more along the lines of pulling fuses (or doing it with one switch, effectively). I'm not sure that this is what the OP is asking about, but I'll let him and bbyer work that out!

 

The link below is to a section in my gallery related to what I will call my initial mechanical solution to the air system.

DISCO3.CO.UK Photo Gallery - FASKIT Air Suspension Installation

The jpg's below are what I eventually modified the initial mechanical system to be.

Basically I tapped off the air tank, (the Schrader valve marked AIR), so that air could manually be injected into each air spring, one at a time, as required via a short jumper air line. This design reduced the number of required valves and hence leakage points. The major downside was that by running separate lines from each of air springs, I increased the amount of air line within the vehicle by at least 3 times over what the LR factory system used. The two lines from the front two air springs did not add much air line but the two from the rear added about thirty feet of 6mm DOT airline by the time the air lines wound themselves into the engine compartment.

Therefore the major problem with the concept was that the solution effectively introduced more failure points into what one must say actually is a fairly reliable factory system. Each air spring line now had a tee within adding leakage points and freeze up locations as the tees are most often metal whereas with the LR system unmodified, there are no tees.

It was from those concerns that evolved the "pull the fuse" procedures. The primary advantage was that the concept then used existing LR design components to effectively bypass failure points.