Willie Krashitt

Hi, Are you absolutely sure these were ever fitted? I have looked on Ford E-Cat and on VAG-Cat and neither shows any screw covers for the areas you want. George.

Hi, Bezel is

Hi, This happened to mine as well. Tried superglue, which worked for a few weeks, but then no good. Fix #2 was to remove the chrome button from the plastic inner part, then drill through the broken off plastic and into the end of the shaft with a 2mm drill, and inserting a 10-12mm long piece of welding wire coated with araldite into both bits. Having refitted the chrome outer bit, repair is not detectable and has lasted nearly 18 months. Both Ford and VW show handbrake lever only as a complete assembly, and as was mentioned above, Ford want over

Whilst originally they were listed as different part numbers, latest ecat has 6M2Y-19N551-AA, Finis 1491752 listed for all models 1995-2006. George.

Have a look at Admiral (www.admiral.com). The renewal quote for my Focus from Zurich was

The wiring diagram shows that the following wires are connected in the 13 pin socket: 1= LH indicator 2= Fog light 3= Earth 4= RH indicator 5= RH Tail Light 6= Stop Light 7= LH Tail light 8= Reverse 9 Not connected 10= Charging/Power 11= Earth 12 Not connected 13= Earth From this, it would appear that providing your caravan battery / fridge is connected to Pin D10, it should charge/ stay cold. As pin 10 is described as 'Charging', I would think that this is only powered with the engine running, but this is just a guess. A voltmeter connected between pins 10 and 11 should tell you when it is powered. Hope that this helps, George.

In answer to the question about torque truncation in the lower gears, this is applied in 1st, 2nd (less truncated) and reverse (same as 1st). This is to protect the transmission from breaking. It has nothing to do with emissions. Have attached the torque curves for the Galaxy/S-Max, with the VW 115 and 130PS curves added for reference. This is what would be achieved in 3-6th gear. Power_2.pdf

Can't really help with your diagnosis other than if two garages have said the same thing, as does code reader, then it is probably the pump. To answer your original question re:part numbers - Bosch cat says that eng code AVG, AHU or 1Z (90PS?) should use Bosch part 0 986 440 505, a remanufactured 0 460 404 971, which is also a Ford 95VW-9A543-DA / VW 028-130-110H / VW 028-110-115M. Engine code AFN, (110PS?) should have an 0 986 440 540, a remanufactured version of 0 460 404 968 which is also a Ford 95VW-9A543-CA / VW 028-130-115B. Hope that this is of use. George.

Whilst I don't wish to buy, I can confirm that the part with the FINIS code quoted is for a 15 November 2003 onwards Galaxy Mk2. To fit to the earlier Mk2's, you would also need the grille, FINIS 1326840, retails at

For Mk 2 Galaxy, Ford ECat lists two calipers for the rear - Mk2 2.8 V6 24V (All) YM21-2B118-AA, while all non V6 Mk2's (and all Mk 1's) have a 95VW-2B118-CA irrespective of wheel size. Similar story up front, where only the V6 24V is listed with a unique caliper. I would think it would be the same story with the Alhambra - you need to know if it is from a 12V or 24V model. George.

Adaptive cruise - 1/ Works down to 20km/h (about 15mph) and/or 1500rpm, so if you are in a manual, it will trip out and prompt you for a downshift if the traffic in front slows too much. 2/ IT IS NOT a collision avoidance system, and manual says it will not detect stationary traffic. Braking is limited to 30% of maximum, and yes the brake lights do come on. 3/ Whilst it does reset to its original speed when the road is clear, it seems to take quite a while to think about it, so I often find myself giving the accelerator a prod to get it moving a bit quicker. Speeds can be incremented up and down in 5mph steps, and if you press the reset button while in cruise mode, it will increment up in 1mph steps. Experienced it for the last 7 weeks/8000miles, and quite liked it. Got a Focus ST tonight instead without any cruise control, so will have to relearn what my right foot is for...

Seems very strange to me. Injectors are mounted outside of the oily bits and seals are there to ensure you get compression. Are there visible fuel leaks where the injectors enter the head? If it been running badly, ie firing in 3 cylinders, then excess fuel would make its way into the sump. Do you do lots of short runs? If so, this might not be helping, as blowby gases and unburnt fuel can raise the oil level remarkably quickly. How much over max was it? George.

You might want to consider the roof rack option There are now several types available and you can still open the tailgate with the bikes on.

Update: Latest listing is shown as FINIS 1502262, priced at

Last can od Formula S/SD Ii bought had FINIS 1343522, and last July retail price was

Hi, Have had the use of an S-max for over a year, and this certainly has a load cover. Just had a look on eCat, and load covers are available for Galaxy and S-Max, although not as an accessory kit as yet. The cover itself is around

The engine may well look agricultural, but the parts that are affected are the injection system components, and these are anything but! Common rail systems are engineered with incredibly fine tolerances, much closer than diesel fuel pumps of old. The clean assembly hall in Dagenham would amaze you. The CR high pressure pump and injectors, whilst being specific to the 1.8L engine, are made in the same factories (and with the same materials and tolerances) that supply most car companies, from Audi to Volvo, and I think you will find that very few will warrant their systems with more than B10 (10% bio) at the moment. THe only people who are saying it is better for your engine are those who have something to gain from you using it, and it isn't the manufacturers of the cars. As I said, it is your call, but when you offset the cost of the injection system versus what you might save in pence per mile, then running high levels of bio in a CR engine just isn't worth the risk. The Mercedes experience I referred to earlier wasn't due to fuel waxing that occurs in the cold - it was due to the fuel degrading after it had got hot and pressurised. George.

I wouldn't. I have seen the damage that high concentrations of Bio can do to the HP fuel pump of common rail injection systems. Failure mode is well known, and would possibly be a reason for rejecting a warranty repair, leaving the costs down to you. (pump is around

Andy, No I don't work in Northampton, but in Essex - 37k+ miles per year just commuting.

I would go with it being a temp sensor, coolant or air. Diagnostic check will tell which one. Classic symptom for coolant is that gauge will start to move then drop back to cold. If it is the coolant sensor, make sure that the same colour sensor goes in as came out, or it won't cure the problem and gauge will not read correctly. I have a 'blue' sensor available that I bought as that is what VW and Ford said it should have, until a VW tech told me must do like for like (grey). My no good to me blue sensor was in the engine for 3 days.

I might be wrong, but as you have a 2.3 with Ford PCM, I believe VAG-com will be of limited use. The Ford equivalent (as used by dealers) is called IDS, and is expensive and difficult to get.

IAndy B probably is referring to the 3.6L V8. This is made in Dagenham, and at the moment is used exclusively by Land Rover. Jag/LR petrol V8's (4.2 and 4.4L) are made in Bridgend.

New 2.2L TDCI engine: The new Mondeo/S-Max/Galaxy 2.2L engine is a PSA/Ford unit. The 2.2l 'DW12' engine is only manufactured at the PSA factory in France, unlike the 1.4/1.6L 'DV4/DV6' engines which are produced in Dagenham and Paris, and the 2.0L 'DW10' produced in Gothenburg and Tremery. In a similar vein, all the V6 diesel engines for both PSA and Land-Rover/Jaguar are only made in Dagenham. The earlier 2.0l/2.2L 'Puma' Diesel engine used in the last generation Mondeo, Jag X-type and Transit is a Ford engine, and a new version is now also used by PSA and Fiat in their larger vans.

Quite simply, a carburettor is a very basic device that mixes the fuel and air together. The various jets, emulsion tubes, air corrector jets etc in the carb do a pretty good job of delivering the mixture to the engine, but cannot do the very rapid adjustment of the air -fuel ratio that enable a 3-way catalyst to function. (The catalyst needs the air fuel ratio to be alternately slightly 'rich' and 'lean' cycle by cycle in order for it to work) Cold starting requires a 'choke' - an extra plate to restrict airflow, so large amounts of fuel are poured into the engine, some of which will then burn. The rest goes out the exhaust unburnt. In addition carburettors are very altitude dependent - get the fueling right at sea level, and the engine will run very rich when going up a mountain. The modern ECU controlled fuel injection system with its various sensors allow much more precise air-fuel ratio control for the engine across almost all operating conditions, from -30

Front mats are available from Ford at