Despite heavy rain overnight, today, although starting off horribly grey, came good in the end despite it being a bit chilly.
After essential fluids were added and a the last few bits refitted, the V6 burst forth into life
Coolant bled, gearbox topped up (a lot!) and brakes bled after an LHM change, she was all ready to hit the road.
A very brief test run, where it was noted the first few changes were a bit rough, was immediately followed by me driving the car 30 odd miles (including motorway!) to Mikes house. It was a bit nail-biting and a test of our workmanship but she did it fine and on arrival there was no leaks of any essential fluids. That's a good start
In driving, I found the car felt quite different to my own in the gearbox department and in particular, the first to second change was a bit harsh whereas in mine it's smooth. Conversely my second to first downchange to a halt is no really 100% smooth whereas in Mikes it is. My 2nd to 3rd change can be quite slow on light throttle whereas no sign of this in Mikes. My 'box was my first go at a rebuild and is a real mish-mash of all second-hand bits so it's not entirely surprising it's a bit challenged really.
More worrying was when Mike's suddenly dropped into third emergency mode. We went for lunch and on the way back it did it again. Worrying. Back at base, we ran a Lexia diagnostic and that threw up a gear coherence fault. Looking at the diagnostic detail, this can be caused by any number of possible things, including the multi-function switch that tells the ECU the gearstick position. Here maybe a connection to another problem. In the past the gearbox has dropped into third emergency for no real reason (full Story here)
and has had a habit of blowing the injection fuse (F7) in the engine fuse box.
According to the wiring diagrams, the injection is supplied by F4 but for some reason both on my and Mikes V6, F7 does this job. It also supplies 12v to the gearbox multi-function switch! So, are the two faults related? Possibly... It is possible the internals occasionally short to the metal body and pop the fuse as well as confusing the ECU as to gear selection.
Anyway, back to the rough changes. I reinitialised the gearbox ECU just before the first start-up and then the gearbox did nothing but idle in P for a long time whilst the coolant was bled, the gearbox oil topped up and the brakes bled. I reinitilased the ECU again just before Mike departed for home and he now reports things are much better.
So, it really does seem from this experience that if the ECU is reinitialised it is important to drive off straight away on a varying route as soon as possible afterward.
It's been a good learning experience and our collective knowledge of these incredible gearboxes has been somewhat added to, not least of another expensive failure mode...
Mike, thanks for the lunch today
That really was a real gem of a venue!