Range Rover P38 Cooling System Problems – From Road Trip to Head Gasket Failure

It might not come as a surprise, but at the moment the P38 isn’t running particularly well.

That said, I did drive it last summer — well, towards the end of summer — all the way to the Alps. I couldn’t use it earlier in the season because the transfer case and torque converter still needed to be replaced. Once that work was done, I decided to take it on a proper test: a 2,500 km round trip.

Apart from some overheating brakes, the journey was completely uneventful. That trip finally cured me of the infamous “P38 paranoia” and gave me the confidence that I could just hop in and go anywhere.

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When Things Went Wrong

That confidence lasted right up until a trip to the Belgian Ardennes.

Halfway down the motorway, I suddenly saw steam coming from both the front and the rear of the car. With my heart in my throat, I was luckily able to pull off at a nearby petrol station.

There, I discovered that the top right radiator hose had come off, dumping all the coolant. I took a moment to regroup, grabbed my tools, bought several bottles of water, refilled the system, and carefully drove home at a very conservative pace.

Once home, I parked the car and wanted absolutely nothing to do with it. I was completely gutted.

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Initial Diagnosis

About a week later, I started looking into the problem more seriously. I ordered a combustion leak tester and fluid to check for a possible head gasket failure. The fluid did turn yellow — although it took quite some time, which already raised some questions.

To better observe what was going on, I installed a transparent hose between the top of the radiator and the expansion tank. This allowed me to visually monitor the coolant flow. I noticed bubbles in the line — sometimes steady, sometimes none at all.

The cooling hoses also became slightly stiffer once the system was closed and pressurized. That in itself isn’t abnormal, as long as they don’t become rock-hard.

I then used an Amazon pressure tester and confirmed that the system was losing pressure. Unfortunately, at that stage, I still couldn’t pinpoint exactly where.

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Parts Replacement & Escalation

At that point, I started sourcing parts to eliminate potential failure points. I ordered:

• A new water pump

• Thermostat O-ring

• Bypass pipe behind the engine

• An aluminum radiator

• A head gasket

• New head bolts

• Additional gaskets

With the BMW M51 diesel, things get tricky. Once the cylinder head is warped, skimming is not recommended, as it can lead to cracks around the swirl chambers.

I always believed new cylinder heads were essentially unobtainable — until I discovered that AMC had just produced a new batch. I didn’t hesitate and ordered one immediately. Even if it turns out not to be strictly necessary, I’m happy to have one available just in case.

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Looking Back

If you’ve been following the blog for a while, you may remember that I overhauled the engine about two years ago. At the time, I inspected the cylinder head and already knew it wasn’t fully within specification for longitudinal flatness. If memory serves me right, the limit is 0.10 mm — and mine measured somewhere between 0.10 and 0.15 mm.

According to RAVE, these heads should not be skimmed, so back then I decided to take a calculated risk and reinstall it anyway. That gamble paid off — at least until now.

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What’s Next

At this point, I have nearly all the required parts on hand. I’ll continue troubleshooting for a bit longer before fully committing to removing and replacing the cylinder head.

More to come.

By the way some pictures for your enjoyment ✋

KTM 1090 Adventure R vs Ducati DesertX – Specs, Design and Philosophy Compared

Spec Comparison

When you compare the KTM 1090 Adventure R with the standard Ducati DesertX, it becomes clear that the two bikes are actually quite close in terms of specifications and overall concept.

In fact, I wouldn’t be surprised if Ducati closely studied the KTM during the development phase of the DesertX. When you look at the geometry, suspension travel, wheel sizes, and intended use, there are clear similarities between the two machines.

Both bikes are designed as true adventure motorcycles with a strong off-road focus, rather than oversized touring bikes that only pretend to handle dirt. The overlap in specs suggests that Ducati aimed directly at the same segment KTM has been dominating for years.

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Specification Sources

The comparison below is based on official specification sheets from the manufacturer:

• KTM 1090 Adventure R – Specifications

• Ducati DesertX – Specifications

Source: https://www.motorcyclespecs.co.za/

KTM 1090 Adventure R

Ducati DesertX specs

KTM 1090 Adventure R Project – Buying Used, Full Inspection and Baseline Rebuild

I wasn’t sure if I was going to buy another motorcycle. I hadn’t ridden my previous bike all that much, and once the P38 Range Rover entered my life, time became scarce. On top of that, I never really bonded with the Ducati — something just didn’t click.

Then the P38 broke down again, and that got me thinking. Maybe keeping a bike on the side wasn’t such a bad idea after all. I had already postponed trips because of P38-related issues, and I’m starting to believe that’s simply part of its nature.

So I began looking at motorcycles again. After all, riding has always been my first — and fiercest — passion.

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Back to Bikes

The current adventure bike market has absolutely exploded, but not necessarily in a good way. It seems manufacturers believe we all need screens everywhere and endless accessories, while those “farkles” have somehow become more important than the bike itself and its performance.

I see a clear parallel with the automotive industry: downsized engines everywhere — with a few exceptions. KTM is one of the brands that continues to increase displacement and horsepower, staying true to its own slogan:

“Ready to Race.”

That mindset led me straight to the second-hand market. I initially test-rode a KTM 1190 Adventure. Purely by chance, I also went to look at a KTM 1090 Adventure R — a bike that wasn’t even on my radar.

I bought it after riding it for no more than 200 meters.

Instantly, I remembered why I like KTMs so much. There’s just something about the way they deliver power — it puts a smile on your face immediately.

So, let me introduce my new-to-me 2017 KTM 1090 Adventure R.

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Reality Check

That’s not to say everything went smoothly.

I bought the bike from a guy who owns a car shop. He claimed it was in perfect condition — which, unfortunately, it wasn’t.

A few weeks after we made the deal, it was time to pick it up. Since it wasn’t far from home, I rode it back myself. Almost immediately, I noticed play in the headstock bearings. Once home, I discovered I could nearly undo the main bolt by hand — it was practically falling out.

Not exactly confidence-inspiring.

That moment reminded me why I had started buying new bikes instead of used ones.

Still, I decided to establish a proper maintenance baseline and go through the bike thoroughly, replacing everything I deemed necessary.

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What I Found

Here’s what turned up during the inspection:

• Headstock bearing play

• No coolant in the expansion tank

• Coolant leak at the water pump cover

• Leaking clutch slave cylinder

• Original air filter still installed from 2017

• Corroded battery terminals and a swollen battery

• Broken crankcase breather-to-airbox pipe

• Brake fluid in very poor condition

• Incorrect date set on the dash to avoid service warnings

• Missing toolkit

• Missing exhaust dB-killer

I dealt with the seller in good faith, but that’s what sometimes happens when you do. He largely refused any responsibility. In the end, I decided to swallow it and give the bike a fair chance. This wasn’t the bike’s fault — it was mine.

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Rebuilding the Baseline

I started by disassembling the bike, beginning with the headstock bearings. Thankfully, they didn’t show any visible damage and the races were still in good condition. I cleaned everything thoroughly, applied a generous amount of grease, and reassembled it according to the KTM repair manual.

After reassembly, there was no play left. Mission accomplished.

Next up was the airbox. I opted for a UniFilter kit instead of a Rottweiler setup. To my surprise, the airbox was actually in good condition and not dusted — which is a known failure point on these bikes. At the same time, I replaced the crankcase breather and installed a new battery.

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Accessories & Fixes

I removed a damaged Touratech phone holder that the previous owner had tried (and failed) to remove. In its place, I installed a Touratech nav bar with a DMD mounting plate for my RAM tablet holder, along with a 12V USB socket.

I also had to replace the lid of the small storage compartment on the right side — it wasn’t broken when I first viewed the bike. Since the toolkit was missing, I ordered a replacement.

The exhaust was missing its dB-killer as well. I managed to find a company that produces them, but delivery won’t be until January 2026. The same applies to the ABS/off-road dongle — also delayed until early 2026.

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Mechanical Work Continues

I replaced the coolant and installed a new water pump cover, as the original paint was peeling. The cooling system was bled according to the manual and topped off again the next morning.

At some point, I’ll replace the oil as well, but I want to be sure there’s nothing else engine-related that needs attention first.

I continued cleaning the bike thoroughly, especially around the chain and sprocket area. After some research, I decided to switch to a 45-tooth rear sprocket, keeping the 17-tooth front sprocket.

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Finishing Touches

To freshen things up visually and protect the bike, I installed:

• Frame protectors

• A Motopro Works sticker set for a more modern look

• Barkbusters with an aluminum brace

There’s still some work left to do. I already received the EVAP canister and SAS delete kits, but those will be installed later. For now, I want to ride the bike a bit and see how it behaves.

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First Ride Impressions

I went out for a short two-hour ride last Sunday, and I have to say: that engine is an absolute peach. In Sport mode on slippery terrain it can be a handful — but the power delivery is addictive. I really love it.

All things considered, and given how I bought it, the bike now rides extremely well — certainly better than it did before I got my hands on it.

Next up: Motoz tyres, and then we’ll see how it performs off-road.

Bye for now 👊

Why I Sold My Ducati DesertX Rally – An Honest Long-Term Review

 

It might come as a surprise — even to myself — but I decided to sell my Ducati DesertX Rally.

This short write-up serves as a long-term review explaining why I sold the bike and what ultimately contributed to that decision.

Why I Bought the DesertX Rally

Let’s start at the beginning.

The DesertX Rally was marketed as a true rally-inspired adventure bike, featuring:

• High-end closed-cartridge suspension

• 240 mm of suspension travel

• Heavier-duty wheels

• A premium electronics package

From the outset, I knew the Ducati would be expensive — the price is undeniably high. That said, the fit and finish are excellent, and the electronics package is among the best in the adventure bike segment.

After a (too short) test ride, I decided to buy it. The bike felt noticeably lighter than my previous KTM 1290, and the engine immediately impressed me. The L-twin produces around 110 horsepower and is genuinely fun and engaging to ride.

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Real-World Use: Alps & TET Routes

Fast forward to the summer of 2024. I took the DesertX Rally to the Alps, riding primarily TET routes. Like most of my trips, I travel with camping gear — so luggage capacity and off-road stability matter a lot.

Unfortunately, I didn’t have time to properly test my luggage setup beforehand. The Alps trip was a last-minute decision.

On the road, the bike handled luggage without any issues. Off-road, however, things changed significantly.

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Suspension Issues Off-Road

The biggest problem was the rear suspension.

On uneven terrain, the rear shock would bounce excessively and run deep into its stroke. Despite adjusting preload and compression, I couldn’t prevent it from bottoming out when riding off-road with luggage.

This had a knock-on effect:

• The soft rear made the front feel light

• Front-end feedback on dirt was poor

• Confidence suffered, especially at speed

For a bike at this price point — and one marketed as having top-tier suspension — I found it unacceptable to still need a suspension reconfiguration.

As a result, I rode the bike far less than I should have. It spent months sitting in the garage.

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The Breaking Point

In 2025, I entered an amateur rally in Belgium.

During the event, I bent the front rim.

That was the proverbial last drop. I’ve ridden and abused many adventure bikes — far more aggressively — and never bent a rim before. Experiencing this on a Rally-spec bike was deeply disappointing.

At that point, I decided to sell the DesertX Rally. I simply didn’t want to invest more money into it.

Don’t get me wrong: it’s one of the prettiest and most capable bikes I’ve ever owned — but it requires deep pockets.

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Ownership Reality: Who Is This Bike For?

This bike makes sense if:

• You don’t plan on wrenching yourself

• You rely on the dealer network

• You want premium electronics and finish

If you’re a hands-on rider — a bit of a grease monkey like me — it’s less ideal.

Off-road riding inevitably involves maintenance and repairs. Not being able to work on the bike yourself without risking warranty issues simply didn’t work for me.

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Pros & Cons Summary

❌ Cons

• Suspension too soft for real off-road use (despite marketing claims)

• High price point makes you think twice about riding it hard

• Fragile rims

• Limited ability to wrench without warranty concerns

• Expensive Desmodromic valve maintenance

✅ Pros

• Excellent electronics

• Fantastic engine

• Good weight balance and stability

• Stunning looks

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Final Thoughts

The Ducati DesertX Rally is an impressive machine, but for my riding style and expectations, it didn’t fully deliver where it mattered most. I don’t regret owning it — but I also don’t regret selling it.

Sometimes, the idea of a bike and the reality of ownership simply don’t align.

Range Rover P38 EAS FAS Kit – Manual Air Suspension Backup Explained

Some time ago, I purchased a so-called FAS kit from a Spanish company.

This system allows you to continue using the Electronic Air Suspension (EAS) even in the event of a failure of certain EAS components, including:

• The compressor

• Height sensors

• Valve block

• EAS ECU

• Timer relay

The main goal of the kit is to allow manual control of the air suspension by supplying air directly to the individual air springs or the air tank using an external compressor.

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How the FAS Kit Works

The kit consists of five Schrader valves, which means the system can even be operated using a simple hand pump or foot pump if needed. This makes it an extremely practical solution when travelling off-grid or in remote locations.

In my case, the air suspension has been fully rebuilt and is currently working perfectly. However, when venturing further away from civilization, this setup provides an extra safety net — a way to keep moving even if the factory EAS electronics decide to call it a day.

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Limitations

Of course, if an air spring itself ruptures, the trip is over regardless. That’s the one failure scenario this system cannot mitigate.

That said, since my suspension airbags are new, I don’t expect any issues anytime soon.

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Final Thoughts

For anyone running a Range Rover P38 with EAS and planning remote travel, a FAS kit is a smart addition. It doesn’t replace proper maintenance, but it does provide peace of mind — and sometimes, that’s exactly what keeps an adventure going.

Installing a Larger Volume Intercooler on the Range Rover P38 (BMW M51)

It took a while, but I finally got around to installing a larger volume intercooler on the Range Rover P38.

I ordered the unit as a Britpart replacement, although it appears the actual manufacturer is Serck Motorsport.

When the intercooler arrived, the weather was poor and I was short on time — which, in hindsight, wasn’t ideal. As expected, the installation turned out to be anything but straightforward, especially when done in a hurry.

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Preparation and Removal

For easier access, I decided to drain the cooling system, which is highly recommended for this job. While doing so, I also removed the right-hand radiator support bracket that bolts to the chassis. This creates much-needed space to manoeuvre the intercooler into position.

Because this upgraded intercooler is thicker and shaped differently compared to the OEM unit, the original mounting points cannot be reused. On top of that, the fit is extremely tight.

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Intercooler and Oil Cooler Installation

Once the intercooler was positioned, I reinstalled the radiator. Due to the increased thickness of the intercooler, the engine oil cooler now has to be mounted above the intercooler instead of below it.

With everything loosely in place, I marked the mounting points and drilled new holes in the side support pillars to secure both the intercooler and the oil cooler. To improve clearance, I added a 3 mm thick washer behind the intercooler.

The vertical position of the intercooler is largely dictated by the oil cooler, as it sits just below the top of the radiator. Positioned this way, the intercooler hoses line up properly with both the turbo outlet and the intake piping. One important thing to watch out for is clearance on the left-hand side near the washer bottle filler neck.

For now, I used self-tapping screws to secure everything. I may replace these with proper bolts and nuts at a later stage.

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Results and Driving Impressions

So, does it make a difference?

First of all, I discovered that the old intercooler was leaking, which meant I was losing boost pressure. That alone justified the upgrade.

I haven’t driven the car extensively yet, as the transfer case still needs attention. However, even from limited driving, the engine feels stronger at lower RPM, and throttle response seems improved.

I also noticed that the engine is running cooler. That said, I did clean the radiator while the coolant was drained, so that likely contributed as well.

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Final Thoughts

Overall, I’m very happy with the result. Once the drivetrain issues are sorted, I may experiment with a slight increase in boost pressure to extract a bit more power — nothing extreme.

But first things first:
the transfer case, ball joints, and panhard rod bushes 😏😐😂
That’s a job for another time.

Choosing the Right Tyres for a Range Rover P38: Why I Went with 265/70 R16

For quite some time, I’ve been looking for tyres that offer better off-road performance for the Range Rover P38, without committing to a full mud-terrain setup.

In my use case, mud-terrain tyres would only see limited off-road mileage. That makes them noisy, heavy and unnecessary for everyday driving. Instead, I was looking for a tyre that sits between an all-terrain and a mud-terrain: aggressive enough off-road, yet still civilised and predictable on the road.

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Initial Tyre Options Considered

My first shortlist included several well-known and proven options:

• Falken Wildpeak AT3

• Toyo Open Country AT3

• Kumho Road Venture MT51

On paper, all of these tyres are solid choices for mixed on- and off-road use. The real limitation, however, turned out to be availability and correct sizing. Either the tyres were not available at all, or not offered in the specific size I was targeting for the P38.

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Why 265/70 R16 Makes Sense on a P38

The target tyre size for this setup was 265/70 R16.

This size offers an excellent balance for a largely standard Range Rover P38:

• Increased ground clearance compared to the factory size

• No need for body trimming or suspension modifications

• Works well with the original drivetrain and gearing

• Maintains good road manners and reliability

In practical terms, moving from the original ~29-inch tyre to a ~31-inch tyre noticeably improves off-road capability without introducing the downsides that come with oversized tyres.

If you want to verify how different tyre sizes translate to real-world diameter, clearance and speedometer deviation, you can use my P38 Tyre Size Calculator here:

👉 P38 Range Rover Tire size calculator page

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Final Choice: Cooper Discoverer S/T Maxx

After searching for quite a while, I eventually found a tyre that ticked all the boxes:

Cooper Discoverer S/T Maxx – 265/70 R16 121/118Q, 10PR, M+S, POR

This tyre sits firmly in the aggressive all-terrain category and is clearly aimed at heavier vehicles like the P38. Key characteristics include:

• Strong and predictable off-road traction

• Reinforced carcass and sidewalls

• Excellent durability for mixed on- and off-road use

While it’s technically still an all-terrain tyre, it’s very much on the tougher end of the spectrum — which is exactly what I was looking for on a heavy 4x4 like the Range Rover P38.

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Fitment and Expected Results

The tyres will be mounted on the original 16-inch alloy wheels, which will first be painted black to complete the overall look.

This setup should provide:

• A clear improvement in off-road capability

• No negative impact on drivability or comfort

• A clean, factory-plus appearance

Overall, it’s a well-balanced upgrade that suits how the P38 is actually used, rather than chasing tyre sizes or specifications for the sake of it.