exturbo2003

try inserting the remote in the overide socket to reset the system

any good lock smith can take the barrel and cut a key to it also can refit tumblers to suit key tho this would be dearer as all locks would need doing

do you want the installer programming for the 500 if so can email it tomorrow for you just pm me your email address

and auto watch use ultrasonics, crap. microwaves are best but occasionally need careful setting up. also depens on your size. if yoour a big lad then will appear very sensitive f like my mate your skinny then it hardly picks him up. mine is set up wth him as most scrotums are skinny teenagers and then sety for me, count the adjustment clicks and set half way between the two. no probs with rain and 1 false alrm in 5 years because i left my mobile in the car

check boot light goes off or bonnet switch, disconnect it. usally bonnet switch but depends who wired it up as to which warnimg you get. blue for doors yellow for boot/bonnet, if wired the other way it would tell yyou wrong. i bet bonnet switch 7-4 favorite

big clifford fan too and having done an autowatch wouldnt have one tho some on here love them. where are you

only solder joints are acceptable for insurance purposes, dont scotch lock or use butt connectors

overheating sounds like the thermostat try changing that, also the header tank caps are proneto leaking. starting prob sounds like the dreaded ignition switch problem http://www.the-corrado.net/wiki/index.p ... eplacement

to set up co unplug temp sensor, rev engine 3 times over 2000 rpm set idle speed, adjust co pot to get co reading you require ( mines 1.5 % ) then switch off engine, reconnect temp sender and restart engine. try that

or maybe 14.5 thats it 1 bar 14.5 or 14.8

18.5 sounds good to me

petrol in a modern diesel is worse as the seals in the pumps can be knackeered by petrol. you were lucky with your pug 406 hdi they normally go down just by sniffing petrol

lucky 13 psi

the alarm comes with a lifetime warrenty so if its playing up its there job to rectify it. the manual and the training courses say to fit it in the headlining where poss. must admit mine is in the centre of the car as did mine in a hurry and its never given me any probs. clifford manual states that some reflective window tints can cause problems as they can contain metal flakes in them but that stops the microwave getting out so the sensor doesnt work at all not keeps going off have you got a glass break sensor as well as this can cause the two to interact and keep activating the warn away. where are you based as if its anywhere near high wycombe i can help you out. i am an offical clifford approaved installer

i think you will find the chip controls the pressure that the isv bleeds excess boost so if you put on a smaller pulley and chip it this will be taken into account

that one is probably a 65 amp from vw the 90 is a big jump up mind you a 90 amp g60 one was cheaper then that from the dealer

its illegal to alter your milage but not to put new clocks in with a lower milage tho you are ment to inform the new owner of what you have done.

has anyone converted early window switches to the late type and if so do you have a wiring plan to connect the early loom to the newer switches thanks

saw two in st albans today, a n reg green storm driving through town out towards morrisons and a blue one prked up in an estate by partco

passed a vr6 in hazlemere bucks about a week aga sat in the road works heading towards high wycombe driven by a young lady anyone ?

Cos the resistance is already in the leads at 5Kohms or there abouts. Not needed on the VW............. . thats ok if people have genuine leads as most dont. bcstudent, your plugs should be resister type. also when they first started using platnium plugs you couldnt get resister types hence the high resistence in the ht leads

helps stop the ignition hf interfering with electrical things including your ecu and peoples tellies

Power at Flywheel (BHP) : 225 Weight without Driver (KG) : 1115 Power to Weight Ratio (BHP Per Ton) : 205.03 0 - 60 (Secs) : 5.60 0 - 100 (Secs) : 13.66 60 - 100 (Secs) : 8.06 Quarter Mile (Secs) : 13.97 Terminal Speed (MPH) : 101.13 Drag Strip Quarter Mile (Secs) : 13.77 Drag Strip Terminal Speed (MPH) : 102.95 no chance on the 0-60 run not with a standard gearbox lol

just as a side note legally its the owners responsability to make sure ther speedo is accurate. a miss calibrated speedo is no defence. also usally speedos read fast as a safty margin

yes i agree but thats keeping topped up not charging a flat battery. also taken from optima site note the voltage for the charger and thats your problem most are not that high The following charging methods are recommended to insure a long battery life: (Always use a voltage regulated charger, with voltage limits set as described below.) 34 & 34R - 34/78 - 6V - 25 & 35 - 75/25 These batteries are designed for engine starting applications. They are NOT recommended or warranted for use in deep cycle applications. Recommended charging information: Alternator: 13.3 to 15.0 volts, no amperage limit. Battery charger: 13.8 to 15.0 volts, 10 amps maximum, 6-12 hours approximate. Rapid Recharge: Maximum voltage 15.6 volts (regulated). Maximum current: No limit as long as temperature Maximum recharge time: Charge until current drops below 1 amp. Float charge: 13.2 to 13.8 volts, 1 amp maximum current, time indefinite (at lower voltage). To charge the OPTIMA® 6V-1050, six volt battery, divide the charge voltage setting in half. All limits must be strictly adhered to. Safety Information: Always wear safety glasses when working with batteries. Always use a voltage regulated battery charger with limits set to the above ratings. Overcharging can cause the safety valves to open and battery gasses to escape, resulting in premature failure. These gasses are flammable! You cannot replace water in sealed batteries that have been overcharged. Any battery that becomes very hot or makes a hissing sound while recharging should be disconnected immediately. Failure to fully charge a battery can result in poor performance and a reduction in capacity.