1.4m x 1.4m is almost certainly not going to fit. Put it upside down on the roof ?

Gilbertd wrote:

I've managed to get a 8 x 4 (2.44 x 1.22 m) sheet of plywood in the back of a P38. The rear tailgate opening is 1.2m but with the back seats folded down, you should be able to get it in on the diagonal.

Front Seats well forward ??

Many years ago I needed to replace the heater o-rings & decided to fix the blend & distribution motors at same time, so decided to take dash out. Good job I did because I found a crack where the o-rings seat at the matrix input. No amount of changing them would have sealed it, so I did the Audi core change instead.

Do a coolant combustion gas check. If fluid turns a greenish-yellow then it's either liners, gasket failed again, or warped head. Failed liners are a lot less common that many "engineering" sites say. Generally it seems to be the US focussed forums more often !!

Did you check the heads for flatness when you did the gaskets ?

Try "jpeg" instead of "jpg" for the file extension ??

Same problem for me on both P38 with locked BECM. It takes Nanocom two attempts to connect !!

The same comment about unlocked BECM is in their documents !!

Hmm. I guess I should get a used eBay one just in case.

ok thanks, useful info mate. Since I posted, I have cleaned the TPS connections, and the GEMS ECU connectors. Voltage seems smooth from 700mV to about 4.5V when I operate the throttle manually (engine off). The TPS appears ok, but maybe there's a dead spot my DMM doesn't spot. Don't have analog meter anymore, so might try my Hantek scope later in the week.

Are the GEMS & Thor TPS the same ? Prices seem to differ wildly.

Car did the high idle thing again this morning. It started with idle about 1100rpm, but after a 5 miles drive went up to 2800 again. What's the likely cause of the Idle Reference going to 65280 ?

Cannot figure how to attached files, but they are in this Google Drive folder.

Recording while idle was 2800rpm.
NANOCOM - GEMS.APP - GEMS input file AIR-IDLE

Current throttle pos (V) Stored throttle pos (V) Adaptive air flow (kg/h) Current air flow (kg/h) Intake air temperature (C) Air flow sensor (V) Secondary air status (on/off) Curr. run line position Long term adaptive Idle Short term adaptive Idle Idle speed reference (rpm) Idle air control valve (%) Engine speed (rpm) Gear box retard (%) Calculated load value (%) Gear box status (D/P)
0.72 0.66 -0.85 64.79 5 2.14 4 25 21 58 65280 163 2723 17.6 17.54 N/P
0.72 0.66 -0.85 64.79 5 2.14 4 25 21 58 65280 156 2638 17.6 17.54 N/P
0.72 0.66 -0.85 64.79 6 2.13 4 25 21 58 65280 157 2650 17.6 17.93 N/P

Recording after Adaptive Reset.
NANOCOM - GEMS.APP - GEMS input file AIR-IDLE

Current throttle pos (V) Stored throttle pos (V) Adaptive air flow (kg/h) Current air flow (kg/h) Intake air temperature (C) Air flow sensor (V) Secondary air status (on/off) Curr. run line position Long term adaptive Idle Short term adaptive Idle Idle speed reference (rpm) Idle air control valve (%) Engine speed (rpm) Gear box retard (%) Calculated load value (%) Gear box status (D/P)
0.73 0.72 0 21.59 13 1.42 4 22 34 32 625 54 627 17.2 28.07 N/P
0.73 0.72 0 21.59 13 1.42 4 22 34 31 625 54 650 17.6 28.07 N/P
1.63 0.73 0 39.59 14 1.82 4 22 32 47 625 69 1364 17.2 21.84 N/P
0.97 0.73 0 46.79 14 1.92 4 22 32 47 625 69 1081 17.6 23.39 N/P
0.73 0.73 0 21.59 14 1.41 4 22 32 25 625 46 638 16.79 25.34 N/P

I had a similar issue yesterday. Car drove fine on Saturday to Milton Keynes & back (about 58 miles each way). Then on Sunday it was fine going to shops, but starting to head home the idle went up to 2500-2800rpm. Nanocom reported zero faults and as far as I could tell all values were ok. TPS & IACV seemed to be showing sensible values so got it home. Then it occurred to me to try resetting adaptive values, and the idle instantly dropped back to normal.

I guess I need to do proper checks on the TPS & IACV, etc., Engine has only done 200 miles since I rebuilt it, so the inlet & throttle body is unlikely to be clogged already.

Compressor needs to stop if any of the corners are being lowered. Ait cannot enter & exit at the same time because the corner valves share a common main gallery in the valve block. If the car isn't level, it will cycle between raising some & lowering the others until targets are reached.

It's explained in the System Info Doc.

Average MPG & fuel cost for the journey ??

AFAIK, BlackBox recommends having the Nanocom cable always connected first. . . . . .and yes mine stays connected as well !!

In my case I simply bought new microswitches & refurbished the latches !! Marty's Fob filter on both P38's sorted the BECM wake-up issue.

Only ever had to enter EKA once on each car. I now keep a note of it someplace on my phone.

It shouldn't make any difference whether the HEVAC is on hot or cold because that's just the flap positions. The coolant flows through the heater all year round. More likely you have developed a leak somewhere.

There's two ways speaker cones become seized.
1) Constantly overdriving them, so the voice coil gets too hot & the varnish bubbles & sticks to the gap in the magnet.
2) Storing them in damp conditions for years & either the coils or magnets get corroded & stick.

What year is the P38 ?? If it's the later Wabco-D version ideally they should not use 2-wheel rollers.

For the handbrake, on 2-wheel rollers it needs both to turn in same direction together. Most rollers do one wheel at a time, so they simply spin in opposite directions !!

RAVE says:

WARNING: Vehicles from 99MY are fitted with 4 wheel traction control, which must
be disabled prior to testing on a single axle dynamometer.

Four Wheel Electronic Traction Control (ETC) Disable Procedure

1. Switch on ignition.
2. Press brake pedal 10 times within 5 seconds of switching the ignition on.
3. Check that the traction control light on the instrument panel has stayed on.
4. The message centre will display Traction Failure and give an audible signal.
5. The traction control will be switched on automatically when the vehicle reaches 7 km/h.

Corrosion inside the pipes & rust particles blocking the flow ?

I wonder if those that encounter the "slipped liner" syndrome have simply done minimal or no maintenance & allowed the engine to overheat (probably excessively). It also seems to appear more on US than UK forums !! Surely that cannot simply be due to the number of vehicles ?

My project P38 Autobiography was bought cheap because the previous owner suffered "misfire" and ""cooling issues". After stripping the engine, I found blown head gasket, leaking core plugs, a bolt holding the thermostat open, plus over-tightened head bolt threads in the block. since I rebuilt the engine, it starts & runs smoothly, and no longer overheats. CME Bracknell pressure tested the block, and there were zero signs of liner or porous issues.

Can aluminium actually become porous ? I though that would be a casting issue with gasses in the liquid metal ?

Change the seals while you have easy access to the bulkhead fitting ? I recently found a leak behind the compressor clutch on mine. It gradually lost pressure over 3-4 weeks, but I could not find the leak until I was checking the clutch !!