sailorbob

Starting with the basics; when using Freescan under the 'Engine Data' tab are you seeing values of 0, 1 & 2 for the 'Crank Sensor' parameter when cranking the engine? If you aren't then that suggests an issue with one of the following: 1. The crank sensor 2. The wiring between the crank sensor and the ignition module 3. The ignition module 4. The wiring between the ignition module and the ECU 5. The ECU

Good luck in finding a hydrogen filling station. As of December last year there were only 16 in the UK and only about half of them are open to the public. I suspect their roll out will be slower than EV charging points.

I've said the same about people for years.

A beeping is nothing to do with the factory alarm as that uses the horn as a siren. There is probably an aftermarket alarm / immobiliser fitted.

The sole reason for inputting the mass, width and span of the belt is to enable the device to convert the frequency it has measured into Newtons. This means you can set the belt tension to the manufacturer specified tension value regardless of whether they give it in Hertz or Newtons.

The material specification for the rear hub carriers used on vehicles with ABS sensors was LM25TF to BS 1490 with a Brinell hardness of 90 - 110. I imagine the earlier hubs would have been the same.

Have you tried datalogging using Espritmon or TunerPro to see if that gives a clue as to what may be happening?

Could it be BRN / BLK and have come from position C3 (green connector)?

PM'd about the factory alarm.

Does the car have an aftermarket alarm and/or immobiliser?

I think there has got to be more to it than that as otherwise they would just use a wire bridge like the other two on the PCB. Because the component bridges pin 30 on the relays a simple wire bridge would not work because when one relay is being used to provide the lock or unlock +12 volt pulse the other relay provides the gnd path for the door lock motor and a wire bridge would mean the +12 volt pulse would be connected to gnd too. It has me flummoxed as to what it is.

Pin 30 is the output from the relays to the door lock motors. The normally closed position of the relay ties pin 30 to gnd. Sorry I do not have a photo of the underside. The component has virtually no resistance either way. There is nothing wrong with the module I'm just trying to figure it out 😊

I do not have a schematic but it bridges pin 30 of both relays.

Does anyone know what the component with the orange diagonal stripe is in the CDL module? Thanks.

I ought to clarify it's one per mount on the 4 cylinder cars, the V8 uses different mounting rubbers.

The A075W4006Z washer is 7/16" x 2" x 1/8", one per mount.

From some rummaging around on the Wilson Garner website it is their type BH place bolts that have the 7 times more vibration resistance when compared to a cap screw. They give the type AA as having just over 2 1/2 times and the type B as having 4 times; see https://wilsongarner.com/wp-content/uploads/2021/04/Place-Bolt-Vibration-Chart-300x149.png Maybe their comment about re-use may only apply to the type BH? The type B and BH look to be an upgrade over the OE bolts depending on what they would need torquing up to and if the differential carrier can take any increase.

No need for apologies, discourse is good and often useful plus I'm risk averse when it comes to the hard to replace parts on our cars.

Just because one manufacturer of self locking place bolts says theirs are re-usable does not mean you can apply that characteristic to all of them. It could be an expensive assumption to make considering where they are used.

The OE crown wheel bolts are listed as single use because they are AA type self locking place bolts.

The crownwheel and pinion is common to all Renault gearboxes (part no. A082F6484F) except for the GT3 which has a different ratio (part no. A082F6584F).

If the primary shaft rear bearing is a double ball bearing type then it is not the high torque version of the gearbox as that uses a double taper bearing.

For the KH EBC 430 see this post: https://www.thelotusforums.com/forums/topic/96690-bleeding-kelsey%EF%BB%BF-hay%EF%BB%BFes-%EF%BB%BFabs%EF%BB%BF-brakes/#comment-795486 For the KH EBC 415 look two posts above it.

Dave has summed it up pretty well. Looking at the new lead work it is typical of how you will often see chimney flashings; see page 33 of this lead flashing guide and, in particular, the bossed apron, side flashing and bossed back gutter. https://www.associatedlead.co.uk/wp-content/uploads/2018/06/Guide-to-Rolled-Lead.pdf The main question for me would be how far is the back gutter lapped under the tiles as this cannot be determined from the photographs. From the internal photograph the back gutter doesn't appear to have proper support as the timber boarding looks rotten / missing. As has been said above, the condition of the rafters needs investigating and the sarking felt is perishing too. It is a pity that the neighbour or roofer didn't approach your sister and explain what was going to be done and ask if she wanted her side done too as her flashings do not look to be in good condition and the side flashing looks like it may have been covered with 'flashband' or something similar (it's hard to tell).

The judge sounds like a right dick to me. I do not know what the sentencing guidelines were at the time of the conviction but the consultation guidelines certainly suggest a custodial sentence is not an automatic result of a conviction. https://www.sentencingcouncil.org.uk/offences/magistrates-court/item/causing-serious-injury-by-dangerous-driving-for-consultation-only/