Day 4 to day 14


The inlet manifold with DISA valves was purchased and installed.

It was a nice surprise, that all connectors for DISA valves were already installed in necessary places. To keep connectors clean, special protective caps were installed.

The replacement of inlet manifold took around 3 hours and was performed without any problems. It’s interesting, that the inlet manifold of vehicle with 300’000 km mileage (including the engine block at the inlet valves) was clean, without any oil and fuel burning signs!

When the engine was modified, it was time for coding. Unfortunately, there a series of problems appeared. Ordering code (FR) is stored in CAS and dubbed FRM/LM. Strangely enough, the replacement of it was not a problem and was performed with NCS Expert. And here the “simple part” finished…

Coding bits of Power_class are stored in DME and CAS (they define the modification of engine). It turns out, that CAS3.09C (newest possible release) is locked immediately after coding of first configuration, it means, that only new CAS unit can be coded with NCS Expert and similar level software!

Also the DME MSD80 is locked after first 10 motor hours. And again – it’s not possible to clear motor hours, using software of NCS Expert level, accordingly – it’s not possible to change the coding of MSD.

As already mentioned before, if the “correct” version of coding is written manually, DME displays the error message regarding inadequacy of coding (this error message has no visible negative effect) and incorrect result of programming (this error message immediately command the engine to perform in limp mode).

In turn, if the software of low power version is kept, the engine don’t uses DISA valves and the potential of new inlet manifold, and also restricts inquired torque (exactly as before the replacement of inlet manifold). As a result the engine is even more “lazy” than before refurbishing.

This video is a perfect sample:

In next few days at least 30 specialists in coding area were found. Unfortunately, at least at the first moment, the situation looked hopeless – practically none of them was ready to modify CAS3+ and MSD80.

The easiest scenario – install DME from “correct” vehicle, encode it to existing CAS. For this reason also CAS from “correct” vehicle is necessary to perform the synchronization of CAS and DME (read ISN). Unfortunately in car graveyards the units are thrown in a one large stack, and it’s almost impossible to identify a correct set of CAS + DME. Also the fact, that DME and CAS p/n part is a software release, and there are several tenths of software releases, for example, Realoem already displays replacement, etc.

Brief summary: although in the internet you can find several “happy stories”, in best case, the CAS+DME are replaced from other vehicle with very little possibility of real coding. There is a reasonable suspicions, that mostly the “upgrade” is only replacement of inlet manifold.

During 2 weeks more that 100 calls were done, around 30 specialists found…

Two of them are ready (as if) to perform the synchronization of DME + CAS of other vehicle with existing CAS. This scenario has not been checked yet (because of not available units), and, honestly speaking, rise doubts, considering all previously experienced.

To be continued.


Related entries:

MSD80 software upgrade. Part 1

MSD80 software upgrade. Part 3