Stevey Y

Hi forgot to say run like that for half an hour then top up fuel.

Hi I can't see why not as its not got a cetane booster in it so it won't compromise the the cylinder head temperature as it would with overdosing with the other fuel additives. Steve.

Hi a blowtorch or if you don't fancy that Halfords do a freeze spray that works quite well, just clean the end of the bolt with a wire brush as that allows the penetrating oil to get into the thread, my preferred combination is Plusgas and the Turbo sockets that you tap on they have a sort of spiral grip system that bites into the nut and won't let go, sometimes they destroy the nut but thats ok if you have replacements. Steve.

Hi yes thats correct but you can get a litre of it on eBay for about £23. Steve.

Hi thats fine its the latest Hazchem regulation packaging with the seal integral to the cap, please note the raised lip on the bottle this allows you the luxury of re sealing the bottle if you don't use the entire content the original peal off seal wasn't very good when trying to preserve the remainder of the bottle and as you have the latest type of bottle at least it proves its not old stock. Steve.

Hi it appears the method you used was breathtakingly simple once you had the right kit which looks awesome in the pictures, well done with running in the fresh wire, I must admit the transcript of this problem will lead a lot of people to the solution for the same problem, top marks for persistence and is it to nosey a question to ask how much the shiny kit was. Steve.

Hi yes there is a connection but that becomes redundant with the fitting of aftermarket shocks, the old cure for that was bridge the connector with a diode so it thinks its still working on some cars you don't even need the diode, its like the conversion I did on an old Jaguar Sovereign after installing the twin angled conventional shocks with the new brackets I had to cap off the reservoirs and feed pipes but because the sensor was not receiving any info from the reservoirs it thought it was stopped permanently, no warning lights. They were all pretty simple systems but not that reliable as they can't follow the dynamic travel of any road the same way as a conventional shock will, they are great if you want to drive round at 30mph everywhere, if you ever have a mind try Bilstein B6s they are like travelling on rails. Steve.

Hi change the oil pump its wear on the driven shaft. Steve.

Hi yes thats it but the internal pressure controls all vary so if you get the part number off of your old unit that will put you in the right ballpark, other than that a VIN search is your best bet. Steve.

Sorry I just THOUGHT about it you may be talking about a Sinclair C5. Steve.

Hi anything would be an improvement over Citroen O.E. shocks they are appalling as they just use the cheapest suppliers they can, a couple of the older models I have worked on had oil only shock absorbers which as far as I was aware became extinct after the seventies. Steve.

Hi Monroe are O.E so are Sachs and bilstein B4 the manufacturer has been in and out of bed with most suppliers some point it all hinged on who was cheaper at the time. Steve.

Hi they all look the same as the one in the picture if you go into any parts shop and give them your REG/VIN numbers they will be able to get the right part, they are very easy to fit. Steve.

Hi who told you that and if its electronic steering that is definitely misinformation. Steve.

Hi the function is probably there but you will need VCDS to enable it as I had to do with my car this only works if you have the boot release button on the door card drivers side and if you press the boot switch the tailgate lifts on its own. Steve.

Get the garage to delete both faults and see which one stays as they will probably leave the cat fault so they can sell you a new one.

Hi did the garage that fitted the EGR run the adaptation process, if not that is probably the cause of that fault as the ECU is still working on the information for the failed unit and will not operate properly, the only way to do this is via OBD ELEVEN/VCDS software programs as I am pretty sure Maxxis/ Snap on don't have the facilities presently within their software, seems to be a problem with most generic fault readers. Steve.

Hi there are two, one is at the end of the rail as in picture the other is on the HPFP. Steve.

BTW it could also be the two oxygen sensors one before the cat and one after the cat they also give up codes for a failing cat.

Hi the cat would cause that problem, would be worth slinging a bottle of Cataclean in the tank I have used this on several cars I have worked on for friends and neighbours with spectacular results, the problem is the Cat will throw a wobbler if its only running at 95% efficiency and at about £15 a bottle its cheaper if it works than a new Cat, my neighbours Focus has been treated and now runs like a Swiss watch. Steve.

Hi would get the car scanned to find out which sensors are causing your current issues otherwise it will be like training a chronic asthmatic for the London Marathon. Steve.

Hi they say to maintain optimum results use about three times a year and with regards to the other additives I have used them on my last three cabs racking up some 750,000 miles and never had to have a DPF van when the last one got to the near solid volume because the wonderful fifth injector had packed up a new injector and a forced regeneration sorted that out, my other cab before that got plugged in at 270k by my neighbour so he could check out the latest Bosch software his boss had got him, he remarked that it was all pretty good for the miles especially as I must have had a new DPF recently, WRONG it was the same one it was built with, he looked shocked and explained the car was only showing 2% soot loading and 4% ash, I would definitely give the Archoil a go. Steve.

Hi the original fault was flagged as the entry flow to the DPF was becoming blocked this is measured by the DPF pressure sensor which has one pipe connected to the intake flow and the other is connected to the out flow, both pressure measurements are sent to the ECU so it can monitor the flow of gas and particles that are being trapped by the DPF, as soon as the readings on the in flow start to drop below threshold status it starts a regeneration to burn off the soot, problem is it only burns enough to start operating again within the prescribed parameters therefore some particles are left in situ, thats where the Catalan comes in as it dissolves the remaining particles in between regeneration so the frequency for that process becomes less as the holes in the core are less blocked as when new. The ultimate DPF technology was designed by the Italians who were experimenting with Microwave technology for city diesels this gave a 98% burn rate and resulted in near minimum Nox but the project was binned when the European Union went anti diesel, and of course all the nobs in Brussels know whats best for us.

Hi do you think he needs it plugged in as both the faults mentioned rear there ugly heads when the battery is failing as the main ECU goes into a default strategy to try and save the electric as both units consume a lot of power when operating. Steve

Hi here are mine.