sailorbob

Should the heater temperature control knob 'click' at the end of its cold and hot ranges? It's a S4 if it matters. Thanks.

The vacuum pump serves 4 actuators; the EBPV (via a solenoid), throttle jack (via a solenoid), the cabin fresh air/recirculation vent and the 'mode' flap. The pump should only run intermittently when the ignition is on, if it's running full time with the ignition off then check for a short in the wiring. Try pulling fuse B6 (this also covers the reverse lamps) to help eliminate whereabouts the problem is.

Oh well, not to worry. I was just curious about comparing the raw data the ecu was outputting rather than the Freescan converted data against the pressure you supplied to the sensor.

Jonathan, do you have the Freescan datalog from that graph please?

Another source of memcal adapters is www.moates.net There is a single chip version, the 'G1', and a switching one, the 'G3', that would allow for things like valet mode, low boost or high boost modes etc

Bibs, I had a suspicion that this was the case, I have the pdf of the parts manual but wanted to make sure I wasn't being stupid andydclements, I thought of this but the adjusters I've seen are slotted to allow them to be installed with the cable in-situ. I don't like this as I've experienced the cable snagging in the slot resulting in a hanging idle and/or throttle pedal dropping. Cheers for the replies, I think I'll investigate getting one made up.

Is the throttle cable adjuster available on its own (part number please) or does only come with a new cable? It's for an S4 if that makes a difference. Thanks.

eriks4, one thing to watch out for is whether the Vref is 5.0v or slightly different (i.e. 5.12v). This caught me out when I first started reverse engineering Ford eec-iv ecu's.

If I were looking to achieve 500bhp then I'd probably use Siemens Deka 55 lb/hr primaries which are good for 300 bhp at 80% dutycycle and then a couple of Lucas 75 lb/hr for the secondary injectors which should do the extra 200 bhp at 80% dutycycle. The Siemens would hopefully have good enough low rpm control and atomisation so as to not make drivability an issue. Now whether you can fire the secondary injectors at less than 4800 rpm and 0.7 bar is down to the programming/mapping of the ecu.

There is no throttle jack on the GT3 either. I suspect that when the electrics were revised the owners manual was not updated. Is there a workshop manual available for the electrics on your car?

espritpassion, I am wondering whether your owners manual is for a GT3; relay 'b' is stated as being for the throttle jack/EBPV solenoid but the GT3 does not have those components.

Pages 39 and 40 of the 'ML' Electrical manual for the S4 and Sport300 show the same as what the photo by eriks4 has. The GT3 is slightly different for the fuses. espritpassion, in your photo, can you confirm whether what looks like another relay just above the fuses is actually a relay?

Modifying A/F ratio and spark is very useful when tuning your maps as it eliminates the various modifiers the ecu applies. It is not just the cat you could damage if you do not know what you were doing.

Yes, the Desired Idle RPM is varied to deal with engine warm up and the additional loads from things like the aircon. I am not sure what the Freescan option for setting the Desired Idle RPM does. I am guessing that it is a Mode 4 command that overrides the calculated desired idle rpm for diagnostic purposes only and after a reset the ecu returns to normal operation. You should be able to change the status of various control bits and A/F ratio, spark etc using Mode 4.

BLM is very useful for telling you the A/F correction being applied, regard it as the Long Term Fuel Trim. I would have the Integrator (Short Term Fuel Trim) in there too for the same reason. BLM cell can be useful for seeing what load/rpm site the correction is coming from, but probably more useful from the aspect of tuning the VE tables. Desired Idle RPM is a variable. The RAW A-D counts are more useful for fault finding than anything else when you have the calculated equivalents. Error code bits are useful too.

Excessive crankcase pressure can cause the turbo's oil seals to leak. When under boost the crankcase pressure would be considerably higher than normal with a blocked crankcase breather valve.

The results do not conclusively prove the head gasket has gone. You can also get a your coolant checked for exhaust gases; you can send a sample to somewhere like Graham Goode Racing or there are DIY testing kits available (I have never tried one of those though). It might be worth just doing this before committing yourself to taking the head off.

Spooky I was just looking at this last night myself, I was going to use TunerPro v5 to handle the comms. Looks like I do not need to now Excellent work.

emailed

Composite roof for a S4 wanted, though I assume they are the same for all Stevens (and later?) cars. Any colour will do but 'B08' Pacific Blue would be ideal Swap for glass roof possible. Thanks.

The Bosch 0 392 022 002 pump is OEM for supercharged Fords and Mercedes and is rated at 20 l/min at 0.3 bar. You can sometimes find them for less than