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JW1982 last won the day on April 22

JW1982 had the most liked content!


About JW1982

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    Ford Enthusiast

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  • Ford Model
    Focus MK3 Champions Edition
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  • UK/Ireland Location
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    0 to 5000
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    General Automotive
    Car Modification

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    The Netherlands

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  1. Yes, I do still use the same VCM 2 (clone). When I bought this VCM 2 it came with IDS version 96.01. After some tests that confirmed the VCM 2 worked as it should I decided to update to IDS version 98 (which was the latest at that moment). The update went well and afterwards the VCM 2 still worked perfectly. From that moment I was able to regularly update the IDS (and VCM 2) software until Ford released IDS version 102.01. From IDS version 102.01 the well known 3-day trial licence does no longer work. From that moment I used IDS version 101.05 for quite some time. Some Ebay sellers offer recent IDS versions that are based on VMware images for reasonable prices. However at that moment version 101.05 worked fine for me so there was no real need for me to upgrade. A few weeks ago I found a VMware windows 7 image online with IDS version 105.01. Unfortunately this image turned out to be based on a Russian language windows 7 version. Next to this the image was locked and contained a custom script that did not allow any changes. After a reboot the image always returned to its initial state. it took me quite some time to completely unlock the image and remove the custom scripting. Afterwards I was able to install the English language. Next I was able to remove all unnecessary software and clean the OS. What was left is basically an English windows 7 image with IDS version 105.01 which has a valid licence. However to prevent the valid licence from expiring I had to write my own script which locks the date/time of the image. Last Thursday I updated to IDS version 105.02A without any problems. My VCM 2 works perfectly fine with this version.
  2. In this case a USB cable with thicker power wires does not solve the problem. The USB power output of the Ford APIM (SYNC) module is simply limited. USB 1.0/2.0 specifications list a power output of 500 mA. The Ford APIM modules output barely 500 mA (usually less). The USB port is designed for USB playback and not for USB charging. A better charging cable with thicker wires will not change anything to the power output of the APIM module
  3. All 1.6 TDCI engines that Ford use are produced by PSA. The MK2/MK2.5 did have the old 16 valve version of this engine. Unfortunately on this type of engine all of the horror stories are applicable. The late 8-valve version (used in the Focus MK3) is much better. This type of engine has a lot of known problems. It is very important to reduce the service interval to 9000 Miles (some people even used a reduced service interval of 6000 Miles). If you want to keep the original service interval you have to at least change the oil between services. The injector seals are also a point of concern. You have to inspect these regularly and when sticky substances are visible the seals need to be changed. When well taken care of the 1.6 TDCI is basically a nice economical engine.
  4. The description of a "passive key" suggests that your car has keyless start. Keyless start/keyless entry are the only 2 systems that use a passive key. The standard remote central locking system uses a standard PATS keyfob or a PATS folding key. The passive key of the keyless start system uses the battery for both remote central locking and to transmit the PATS signal. If the car can be started normally by using the start button it basically means that the battery of the passive key is just fine. If it was a battery problem the car can not be started by the start button also.
  5. The spare wheel suggests that the wheel was also seriously damaged. If this is the case there may also be damage to the suspension. In case on or more wheels are damaged they also need to be replaced (or repaired). Next to the damage you mentioned the front bumper does also not line up properly. This is usually caused by broken mounting points of the front bumper. In this case the front bumper will also need to be replaced. Personally I do not think it will be written off but it may be close.
  6. The RCM notification is indeed quite common. My car also has this notification after reprogramming with the IDS system. Just out of curiousity. Which IDS version do you guys use? I personally use IDS version 105.02A which was released last thursday.
  7. What are the part numbers of both displays?
  8. Did you already perform a reset on the ACM and FCDIM?
  9. The type of FCDIM is configured inside the Central Car Configuration of the BCM. When a different type of FCDIM is installed the Central Car Configuration need to be changed. This can easily be done with an ELM327 interface and the free FoCCCus or Forscan software. The configuration needs to be changed from 4 Inch display to 5 Inch display. This will also activate the satnav functions inside the ACM.
  10. Personally i would not take any risk. When the thread of the sump is stripped out the sump plug can easily come out when driving. This can litterally result in engine damage in seconds. Before you notice that there is no oil pressure the engine will already be gone. Installing a helicoil/insert is not difficult but you need the correct tools (which generally are not cheap) and you have to make sure that the helicoil/insert is installed perfectly straight. If you do not have any experience doing this it may be a good idea to go to a local garage.
  11. The normal ACM and Sony ACM look identical from the outside. The only differences between a normal ACM and a Sony ACM are some components that are used on the circuit board. Both the normal ACM and Sony ACM are produced by Visteon in the same factory. The Sony ACM is not produced by Sony. It is only partly developed and licensed by Sony. Ford pays Sony to use the Sony brand name for their Premium audio systems. Since your original ACM is a Sony one you should keep that one. The one you bought is a normal High Level ACM.
  12. You will most likely have stripped the thread out of the sump. The sump plug is usually made out of steel while the sump is usually made out of aluminium. Because aluminium is much softer than steel the thread of the sump will almost certainly be damaged. The sump plug may have been overtightened in the past which damaged/weakened the thread. Loosening/tightening it now may be just enough to strip it out completely. Personally I would not take any risk and repair the thread in the sump. This can be done by using a helicoil/insert or by rethreading and using a larger sump plug.
  13. The 2nd trip computer is only active on the MK3.5 instrument cluster (software). The MK3 instrument cluster (software does not support this function. Updating the PCM should take less time than the instrument cluster. On most PCM types somewhere between 5 and 10 minutes. Did you use a battery charger during the update? It is highly recommended to connect a battery charger during the software updates. The update process can take a lot of power and causes the battery to drain pretty quick.
  14. I retrofitted the original IVD system (ABS, ESP and TCS) to my previous Focus MK2. To retrofit this system you need the following parts: * IVD pump assembly. This assembly consists of the pump and the BCM (Brake Control Module). * IVD pump bracket. This bracket is different from the ABS pump bracket. * 2x front ESP sensor. ESP sensors (Blue) are different from the ABS (Black) sensors. * Steering angle sensor. This sensor assembly is mounted onto the clocspring behind the steering wheel. * YAW sensor assembly. * Engine bay wiring harness. The IVD system has more/different wiring. The IVD pump has a 47-pole connector while the ABS system has a 26-pole connector. * Interior wiring harness that includes the wiring to the steering angle sensor, the YAW sensor and (in case of the MK2) to the ESP switch. As an alternative you can choose to modify the existing wiring harnesses and add the addtional wiring yourself. Below some pictures: IVD pump assembly. 47-pole connector. IVD pump bracket and mounting hardware. ESP front sensors. Steering angel sensor. YAW sensor assembly. I made the additional wiring myself. This wiring is soldered onto the existing wiring harness and insulated with shrink tubing. Location of the steering angle sensor. Location of the YAW sensor assembly. Original ABS pump removed. IVD pump assembly at the left. ABS pump assembly at the right. The IVD pump is a bit larger. The IVD pump installed. Soldering of the additional wiring. Wiring harness finished. Programming and calibration of the system. Because my car was electronically fully converted to a MK2.5 I used a MK2.5 IVD pump assembly. The MK2.5 IVD pump also supports the DDS tyre deflation detection system. I did not install the ESP switch because the MK2.5 has the ability to (de)activate the ESP system from the instrument cluster menu. The complete retrofit took me about 12 hours and the needed parts costed me about €200,-. Except from the ESP front wheel sensors I bought all parts from a local scrap yard. I disassembled all parts myself to make sure they were in excellent condition and also to know the exact location of all parts.
  15. There is no real need to remove the cilinder head to remove the carbon deposits from the cilinder head bores and valves. Specialist companies can remove the carbon deposits quite easily by walnut shell blasting. This is generally a lot cheaper than removing the cilinder head.