There are several concerns associated with the implementation of Arnott Gen 3 springs.

[Rojoires]

I am uncertain about the exclusivity of my predicament; however, I deem it necessary to document my personal experience, with the intention of maybe mitigating any inconvenience for others.
I have lately made a purchase of a set of new Generation 3 components for my 1999 P38 HSE vehicle. There were two primary concerns:

The air line intake to the spring is not the conventional "push to connect" (PTC) fitting anymore. The existing springs are equipped with an additional connector that allows for the insertion of a 6mm nylon pipe, similar to the Push-to-Connect (PTC) mechanism. However, it is not possible to detach the pipe by depressing a collet. Evidently, the task at hand was deemed too straightforward. The subsequent step involves the detachment of a fitting by unscrewing in order to extract the pipe, so facilitating the removal of the spring. Due of the little space between the frame and the rear spring, doing this task is quite challenging, particularly from my perspective. Fortunately, I made this discovery prior to the installation of the spring.

The plastic casting located on the top of the spring's back is specifically designed to conform to a template on the frame. Despite spending an hour attempting to fit it, the casting remained incompatible even after some filing. I contacted Arnott technical support and received assistance from a someone who was both knowledgeable and accommodating. Ultimately, he proposed that I initiate the process of returning the spring and get a set from an other vendor. This recommendation stems from the possibility that during the production of a new batch of springs, there may be slight discrepancies in the casting. Consequently, it is plausible that I may be able to obtain springs from a different production batch. The assistance provided was limited in its effectiveness.

For the last eight years, I used the Arnott Gen 3 in my P38, which proved to be satisfactory. However, the performance of the newer models did not meet my expectations. I have returned to Dunlops. The PTC fitting was retained and fitted with exceptional precision.

[Paqngo]

Unless one has longer shocks to accommodate more travel, there is no practical need in installing Gen 3 Arnotts. In my assessment, the Arnotts have inherent design flaws, especially when longer shocks are used. Observation I successfully replaced a malfunctioning air spring in the state of Colorado, as documented on the Range Rovers Forum.

[CheresX]

I have been using the Arnott Gen 3 suspension system on my P38 vehicle for an extended period of time. Arnotts has consistently encountered challenges pertaining to quality control. It is important to securely save the receipt.
I recall used a diminutive drill bit to traverse the eyelet apertures in order to achieve alignment of the retaining pins. Additionally, there is a tendency for leakage to occur in the vicinity of the upper clamp ring.
According to Richard's perspective, it is not worthwhile to install Gen 3's unless one can fully use the additional 2 inches of elevation. In addition to the implementation of elongated shock absorbers, the incorporation of extended sensor arms at the rear is also required.
There are several methods for achieving more lift. The most straightforward approach is the alteration of the spring seats on the axles via the use of welding techniques to affix new brackets.
In the United Kingdom, this situation presents a complex set of challenges surrounding adjustments and testing, therefore rendering it unacceptable.
In the United States, it seems that modifications are more socially accepted, making them a more cost-effective alternative. One might choose to continue using Dunlop tires and make adjustments to the EAS heights accordingly.

[dave783]

I would want to highlight that there are other justifications for purchasing genIII's beyond the supplementary lift they provide. I made my purchase based on the consideration of riding quality.

[CyberNinja]

Indeed, the assertion made is correct. Regrettably, the latest iteration of the third generation (perhaps referred to as Gen 3.1) employs a novel collet design characterized by a screw-type mechanism. It is agreed that this modification is inherently illogical. It is hoped that in future updates, a return to the previous push-style collet would be implemented. I had a similar problem about the upper portion of the rear springs castings and their compatibility with the upper spring perch. By using a little amount of effort and considerable physical exertion, I successfully managed to arrange their seating.

At the outset, I had procured Dunlop tires; nonetheless, subsequent to their installation, I encountered a predicament whereby my air compressor failed to discontinue its operation. Assuming an initial position at the standard height, I would proceed by leaving the door ajar to allow the air compressor to replenish the tank. Following the completion of this task, I would go on a vehicular excursion. However, prior to reaching the stop sign located around 500 feet from my residence, the air compressor resumed its operation. The compressor operated at regular intervals of 2 minutes, irrespective of the duration of idle time or the tank's filling process. I conducted thorough inspections of each connection, implemented measures to detect and address leaks, replaced the valve blocks with a verified functional unit, and even interchanged sensors. However, despite these efforts, the compressor persisted in its continuous operation without any signs of cessation. Subsequently, I removed my recently acquired Dunlop tires and reinstated the worn-out Gen 3 tires, which have been in use for a period of 15 years. As a result, tranquility was restored, as the air compressor, upon filling the tank, ceased to emit any audible sounds for the remainder of the day. Therefore, I decided to purchase a fresh pair of Generation 3 tires and subsequently returned the Dunlop tires.

The discrepancy between the performance of the new Dunlop tires and their predecessors is unclear. While there are no apparent signs of leakage, it is possible that the rubber thickness may not possess the necessary durability to sustain a vehicle weighing 5,000 pounds. However, I am aware that when I had my Blenhiem Silver P38, I had the same problem after installing a new pair of Dunlop tires. At that time, I was unable to identify the Dunlops as the cause before selling the truck. Nevertheless, based on my current experience, I can confidently assert that the issue was really attributable to the Dunlop tires.

Individual experiences may vary, however, the aforementioned account pertains to my personal encounter with two distinct sets of newly manufactured Dunlop tires.

[Rojoires]

Currently, the Dunlops do not seem to present any issues (hoping for a positive outcome). The springs were separated by the use of a valving system, and it was seen that the ride height remained unchanged throughout the course of one night. Nevertheless, there exists a peculiar and novel pattern of conduct. Upon entering the garage at a highway height, with the intention of ensuring clearance for my garage door, I have seen that upon turning off the engine, the front end of the vehicle experiences a discernible decrease in elevation, estimated to be around 1/2 to 3/4 of an inch. Upon initiation, it rapidly returns to its original position. The reproducibility of this phenomenon is not guaranteed. One such explanation might be the use of front ride height sensors.
I am optimistic about the outcome. I possess a strong affinity for the EAS and am committed to doing the necessary measures to ensure its sustenance. Richard G, who has extensive expertise in this domain, strongly favors the Dunlop brand. This preference is mostly influenced by the subpar quality control shown by Arnott, along with the introduction of new hose fittings, which ultimately caused Richard G to go back to Dunlop.

[CyberNinja]

Indeed, another notable concern pertaining to the Dunlop tires was their apparent tendency to undergo a decrease in height during the act of driving, only to thereafter return to its intended height upon coming to a halt. As previously mentioned, the occurrence was intermittent, indicating that it did not manifest consistently.

The Dunlop tires did not exhibit any nighttime sagging in my own experience, which contributed to my initial lack of suspicion about their potential role as the cause of the problem. The concern is not in a potential leakage problem, but rather in the structural integrity of the rubber bag to withstand the weight during movement.

I do not exhibit brand loyalty, since my primary concern is the functionality of a product. I have made two attempts at using Dunlop products, nevertheless regrettably, they did not yield the desired outcomes in my particular case. Nevertheless, I remain hopeful that these products may be efficacious for you, and I am only conveying my own experience for your consideration.

[TechWhiz]

In January, I encountered a novel collet type when I found myself in the position of having to replace my left rear Gen3. This particular tire had suffered substantial damage on an offroad excursion, perhaps in the segment that traversed the swamp. The bag ultimately became unusable on my journey to the southern region. The method for removing the airline proved elusive, necessitating the intervention of a technician who resorted to severing the airline. Fortuitously, there happened to be sufficient surplus length in the line, enabling its retrieval. I purchased a set of pliers often referred to as "duckbill" pliers from the online retailer Amazon, with the intention of using them to securely grasp a nut and gradually rotate it in order to disengage the airline. I have not yet attempted to do so.

The challenge of fitting the top piece of the rear air springs through the aperture has been a matter of concern. After aligning the components, I proceed to partially insert the automobile, then lowering it onto the assembly, which often facilitates its complete insertion. However, the positioning of the airline's intake is just marginally higher than the metal surface.

A few months ago, I made the decision to purchase an 08 LR3 as a replacement for my P38. Consequently, I am now transitioning towards engaging with new endeavors and facing fresh obstacles. With that being said, I have just concluded a 42-day expedition through the Yukon, Alaska, and the Northwest Territories, which included Tuktoyaktuk, without encountering any significant obstacles. The distance covered was 10,176 kilometers or about 6,323 miles, with the unfortunate occurrence of a damaged windshield.

[Rojoires]

Wishing you a pleasant experience with your LR3 vehicle. I am in possession of a 2013 LR4 vehicle. I really appreciate it. The P38 aircraft has a perpetual status as a personal pursuit and leisure activity for me. Despite continuing to engage in significant off-road expeditions, the LR4 offers enhanced drivability in several aspects. I want to persuade Arnott to revert to the previous connections, since the introduction of new connectors has proven to be a significant obstacle for me. If the Dunlops perform adequately, then it may be considered satisfactory. If the opportunity arises, I would consider revisiting Arnotts in the event that they are willing to implement certain modifications.