Air Suspension Problems

Main System Parts An overview of the electronic air suspension (EAS) height settings and operation appear on the Range Rover Suspension page. Below we list the main components of the system as an aid in fault diagnosis, along with some notes on their failure modes. Information below on fuses, relays etc applies to the 4.0/4.6 models. More detailed specifics for the Mk III model appear in the Mk III Air Suspension operation, diagnosis and repair pages. Air springs similar to those on large trucks, but with longer travel and air inlets at the top to allow air to be pumped in or exhausted under computer control. These develop slow leaks at top and bottom when old, or can blow out spontaneously when pierced by an off road obstacle. A compressed air tank of 10 liter (2 1/2 US gallon) capacity is located beside the chassis rail on the right hand side of the vehicle on all models. This is not likely to fail but could leak at outlet or drain plug. A compressor (housed beside the air tank on the Classic, in the engine compartment in a small enclosure labeled "EAS" on the 4.0/4.6, and in the spare wheel compartment in the Mk III) keeps system pressure within spec. This is between 7 and 10 Bar (100 and 150 psi) for the Classic and 4.0/4.6, and between 9 and 13.7 bar (135 and 200 psi) on the Mk III. The compressor eventually wears out resulting in slow pumping -- if bad enough will cause fault mode when takes too long to reach pressure. On the 4.0/4.6, failure of compressor to operate at all can mean maxi fuse 2 is blown or Relay 20 is defunct. A valve block in the compressor enclosure (Classic and 4.0/4.6) or next to the air tank (Mk III) includes a solenoid valve for each spring, an inlet and exhaust valve, and other control valves to regulate air flow. This is the most expensive component in the system. Eventually the valves start leaking and the block has to be replaced. A height sensor (potentiometer) is attached to each suspension arm to sense the vertical position of each wheel. Early sensors are prone to water ingress, and all can fail leading to inability to level the vehicle. Disconnected sensor can lead to suspension stuck at one height. A ride height control (rocker) switch on the dash allows the driver to set ride height manually. Powered by fuse F17 in BeCM fuse box. Failure of switch or fuse can prevent automatic height changes. An inhibit switch on the dash allows the driver to lock the suspension at any height setting. Powered by fuse F17 in BeCM fuse box. Failure can prevent automatic height changes. An ECU under the front left seat (or under the left side of the dash on the Mk III) receives signals from the wheel height sensors, the control switches and the BeCM, and sends signals to the solenoid valve block to control the air flow to and from each air spring. Powered from fuse F44 under hood; blown fuse will prevent operation.

A driver circuit next to the valve block boosts the signals from the ECU to provide the power required to operate the solenoid valves in the valve block. Failure can result in inability to raise, lower or level the vehicle. An air dryer located near the power steering reservoir prevents accumulation of water in the air tank. Exhausted air flows through it in reverse to recharge its desiccant. Saturation of desiccant could result in accumulation of water in the compressed air tank. An exhaust silencer attached to the valve block reduces the noise made by exhausting air. Clogging up can result in slow lowering of suspension height. A timer/delay relay (actually a complex circuit, but eliminated as a separate component on the Mk III) near the ECU. This supplies the power to the ECU and controls the periodic activation of the system even when the vehicle is parked. Failure in powered position will result in dead battery if vehicle left sitting long enough. Failure in "off" position will stop the system from operating. The air lines connecting the various components are all metric sizes, with outside diameters (on Classic and 4.0/4.6 models) of 4 mm for the exhaust, 6 mm for most lines, and 8 mm for the lines to and from the air dryer. Leaks in lines can cause anything from marginal operation to catastrophic failure. However cutting of individual lines unlikely; slow leaks at connections to valve block or springs most likely. Unusually tall and flexible bump stops are provided to act as surrogate springs to "get you home" even when the system fails completely. Worn or dislocated bump stops result in suspension knock or VERY hard ride in case of EAS failure. Cross-Linking Valves (Mk III only) at front and rear allow air to flow directly between left and right air springs when the ECU senses large off road wheel motions. Failure in the "on" position would cause dangerous handling at high speed.