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P38 EAS modification intro


My EAS modifications:


A few years back I got a 4.6l RR. I liked it as I had much better visibility than in my Discovery. Being tall, the Discovery had great headroom, but trying to look out the windshield was a problem for me.


But, very few people really off roaded the newer Range Rovers. Most that did had converted the suspension over to coil springs, a decision I didn't like as the vehicle was designed with the air suspension system in mind.  And the few coil conversion kits I had seen introduced some issues that I didn't like.


No one seemed to know what shocks to use with a given lift height, and I was planning/hoping for enough lift & flex that the stock shocks would no longer work.


I had found that the Gen3 air springs from Arnott Inc were capable of extending further than the stock design, a by product of Arnott's redesign to change ride quality. With this information in hand, I started researching shocks that would fit properly and maximize this new potential. Eventually I found some Old Man Emu shocks that worked nearly perfectly. I knew I'd have to address the ride height sensors, and after a few trials, came up with the right formula of link length adjustments. Of course I still had to calibrate the sensors once everything was put together, but that was an easy (although time consuming) process with the Autologic scan tool. There were a few additional modifications I did to get the system “just right”. I fabricated new panhard bars to keep the axle properly centered under the truck at the new ride height, I even went so far as to reposition the rear panhard bar's link end on the rear axle to reduce it's side to side movement at the higher profiles (unfortunately this is not easy to address on the front bar as the steering drag link angle needs to be taken into consideration). Also, I cut and welded the rear axle lower spring plates to reduce the operating angle of the air springs. I cut and welded to front radius arms to lengthen them ~1/2” and add 5 deg more caster into them, this helped provide slightly more tire clearance, and to address the caster lost from the lift. I've also fitted aftermarket bump stops to keep my 33” tires from binding up in the wheel wells. Finally, I removed the front sway bar entirely (for those that do not know, the Range Rover does not have a rear sway bar from the factory.


I've been very impressed with both the on & off road capabilities of the Range Rover. While in highway profile I can still corner hard through the curves, and on the standard and off road heights I can tackle some of the hardest trails Colorado has to offer. While the air suspension system may not be perfect for everyone, it has worked well for me and has not left me stranded/faulted out on a trail yet. Another nice benefit, is that I can still park in my garage, even with a roof rack – something more than a few Discovery and RRC owners with lifts and racks can no longer do.


Since performing these modifications to my vehicle I've met/helped 3 other Solihull members that have done very similar, if not identical, modifications to their Range Rovers.


Jeffrey Corwin

JC's British & 4x4