Sillyspeed

Is it worth mentioning that the lower fork bolt should be tightened with the wheel on the ground? Because it's a bonded bushing,like the rear lower hub bush, right? (correct me if I'm wrong)

The TS and JTS sumps are different. As for the steering wheel, there might be some consideration on the airbag.

Not necessarily if it's a facelift 156, mine does not have sportpack as per Fiat ePer.

Don't think so, no. But you can do it with the trial version of MES.

The "software" is developed in cooperation with a company modifying ecu's for higher end italian cars (Maserati, Ferrari) in Poland, on request of said mechanic which has ~25 years of experience with Alfas and a genuine interest to solve problems (not only replace parts). I was told that there are no changes to the map, only the emissions parameters (presumably diagnostic lambda after catalyst). The process involves swapping the entire ECU, as there is no way to "chip" or replace ROM. I will be sure to keep you updated, and share contact info if needed.

So, time for service at 130000 km. Initially showed high CO at 0.38 %, which would be "MOT failure". After resetting the adaptation parameters, the CO dropped to 0.08 % - see attached link: https://goo.gl/photos/pWTgddXBEc3cLeEY8 So, seems that the catalyst is not all that bad. But the rattle is definitely not only heat shield, it comes from the inside of the exhaust. One more fault code today: P0354 which is coil 4 circuit malfunct. Which is funny, seeing as the oldest coil is from 2012! Hopefully just a connector glitch, shitty Bosch bastard quality. The mechanic has been working on an ECU software modification that eases the parameters that throw these standard JTS errors. It is currently being tested by another owner with a 156 @ 185000 km, with similar symptoms (and exhaust gas results). 2-3 weeks on the road, and I'll have updates on the experiences. May come to a new/used catalyst in combination with ecu to get rid of this everlasting issue.

I wouldn't bother too much with skepticism for the twin spark, all the time these 4-cyl's have had (design) issues wrt. oil consumption, timing belt longevity and bottom end bearing failures (at 200k km, though). And the world's highest sensitivity for engine oil level I wonder how much of this could have been avoided, while still maintaining the character that drivers find attractive, such as... Well, power delivery and revvyness? I would like to know more about engine design, and what factors that affect things other than power..

New code today, together with the usual twins. P0159, which is slow response bank 2 post-cat sensor. Seriously considering acquiring one or used sensors before going to the mechanic, so to swap if needed...

Yes, several known issues with the jts, unfortunately. Not their proudest moment in engineering history. Wonder how any sort of testing during both development and initial years did not trigger any corrective actions from Alfa's side. It's that kind of "Fu*k you, you're on your own" that pisses me off. Anyway, the car is in for a service and diagnosis shortly, with Norway's Alfa expert, will update with next status.

Well, that's not going to happen, as I don't have CF2 exhaust lying around I actually spoke to the Bosch Car Service electrician, and in their vast catalog, the MED 7.11 ECU was not available. Bloody typical. Still, I guess an exhaust gas test could give an indication if the emissions are way off the typical values. Latest check after a few hundred kilometers driving is still the P0420 and P0430 errors. No sign of any of the others. Those pre-cat lambda connectors are getting tired of all the opening and closing...

I agree that most evidence point in that direction, but why would the upper lambdas start showing heater malfunction, short circuit or signal errors? I am considering using a Bosch car electrician service as they, as opposed to the Alfa workshops, have both gas analysis and oscilloscope diagnosis. Which is the way to go to properly diagnose catalysts and faulty or sluggish lambdas. First, let's see what code is thrown up next. BTW Smaky: How is your idle with AC/climate turned completely off/on? Very rough with AC on, from my experience. Off, and after cleaning throttle body, the idle is very smooth (for a direct injection engine)...

OK, I guess I have to correct myself. Checked the codes this evening, and there are lots! 8 codes, new record! They seem to originate from all 4 sensors. I open and cleaned the 4 connectors, deleted the codes and drove an inspired 100 km trip - none of them returned. I obviously need to check to see which return once the MSCF light returns. So now what - are all 4 sensors haywire, or does this suggest a connector issue? Could be two different issues I suppose, as the 6 latter codes are new. Note that from last year (10000 km ago), two of them were not the same (first post... P0156, P1161 and P2237). I can add that with key in MAR, the ECU voltage is 11.8 V. The error codes, engine running, show 13.7 V or up.

Thanks for your insights, Smaky, much appricated! The oil consumption is around 1 litre per 1000 miles. More or less the same with 10w-60 and 5w-50, the latter which I've been using this winter here in cold Norway. The car has had oil changes twice a year for the last 5-6 years afaik, only with 10w-60 except for this last time with 5w-50. There really aren't any signs of misfires, hesitation or white smoke. If I delete the error codes, they both come back, always P0420 and P0430 in pair, after a few hundred km's or so, sometimes less. Regardless of hot/cold engine, speed and rpm. Compression has not been tested. No coolant consumption, pressure tested 2 years ago @ radiator replacement. Air filter replaced every 2 years or 20000 km. Is it not correct that the post-cat lambdas do not provide feedback to the fuelling system on this generation engine management? I've read somewhere (on the big internet, mind you) that only the pre-cat lambdas adjust combustion, while the post-cat lambdas only are a Euro 3-requirement to monitor cat. efficiency (and to throw a stupid warning when the emissions are slightly off). Could it just be that due to the inherent oil consumption of the JTS, possible slightly fuel-leaking injectors and aforementioned misfires caused by failed coils (causing unburnt fuel to be sent to the maniverter) - that the catalysts have done their job and are showing a steady decline over all these years since 2009? Trying a bottle of Cataclean can't hurt, I suppose, I've only tried direct injection cleaner once a year, but without noticeable effect. Last fall at "MOT" (some 5000 miles ago), the emissions were borderline, and merely passed. The workshop did not give me the CO/Lambda values, unfortunately, because "it was not required to record values for a passed test". But I take it that in 1.5 years, the emissions will be off. If the persistent rattle is actually coming from the maniverter - the death rattle - is this proof enough? Or is it better to get emissions checked, try some fuel system/cat. cleaner, and check again?

Just an update as the car has passed 128000 km. Still the same P0420 and P0430 codes, constantly on now (don't bother removing them anymore!). The 3 other codes in the first thread have not returned. The car runs sweet and never skips a beat. I cleaned the throttle body the other day, slight dirt on both sides, and afterwards the idle was smoother than ever. There is a periodic rattle that has started the last few months. Initially I found that it was one or two of the small heat shields on the manifold, but after removing the broken shield there is still some rattle. So, should I buy a new catalyst? Any thoughts....Smaky?

Priming every 5-10 minutes with engine off is more like it, 10 minutes would be perfect. Replacing the accumulator would be the first to do, you are lucky to get 170k km out of it. But you should check for other leakages and see if the oil level stays constant. Replace the gear box oil to for good measure

Our problem sounds similar, then. From what I can remember, the MCSF has come on either when cruising steady (possibly below 50 mph), but at least also once or twice when coming to a stop (less than 20 mph). Can't remember it coming on when accelerating hard or such and has never been noticable. Last time I had a look at the wiring loom, I could not seem to trace the 4 lambda connectors back to any of the two 20-pin connectors at the fire wall. It seemed like they went into the firewall further to the right (as standing in front of the car). Does anyone know for sure? I see that the coil wiring and various others end up there...but not sure about the lambdas.

I'll give it a shot here on AD as well, hoping that someone could give good advice And yes, this will be "JTS motor control system failure/lambda faulty?" thread number ten thousand. Sorry for those of you who I've bother on AO, ausalfa and alfa156-net.. Long story short: have had my may-2004 2.0 JTS with 118k km for almost two years now and motor control system failure light has been on and off (mostly on). No noticable running problems or misfires. Previous owners have used £1600+ to try to solve MSCF warning lights..(!) History: 2009: 62000 km: MSCF, both lower lambdas changed 2010: 64000 km: MSCF, both upper lambdas changed, cat inspected 2010: 68000 km: MSCF, P0420 cat 1 2011: MSCF, cat 1 and 2 above upper limit 2012: 9x000 km: MSCF, misfire cylinder 4(?), 1 coil changed. 2013: 100000 km: MSCF mostly on. Inlet cam checked for wear at workshop, OK 2013: 102000 km: 3 coils replaced, all are 2012 or newer. MSCF light came back after 100 km (P0420 and P0430) 2013: 103350 km: Spark plugs replaced. 800 km with no MSCF, then it came back. 2014: 108000 km: Serviced at workshop, which had previously replaced lambdas. Same error codes, but this time I told them to keep their hands off. 2014: 118000 km: Had to replace oil sump, and I purchased a new maniverter/catalyst from Belton Massey since this has to come off to do the oil sump. By some huge misfortune, the maniverter was not fabricated to tolerances, and would not fit properly (this one: http://www.cats2u.co...A-ROMEO/156/2.0). So the old catalyst had to be installed, and I was not able to rule this out as the cause of the errors. 3 new error codes as well that have not previously been seen: P0156 02 Sensor Circuit Malfunction (Bank 2 Sensor 2) P1161 Heated Oxygen Sensor (HO2S) Heater Control Circuit (Bank 2 - Sensor 2) P2237 O2 Sensor Positive Current Control Circuit / Open (Bank 1 - Sensor 1) The mechanic, who has 25+ years of experience with Alfas commented that the thermostat seemed to open a bit early, suspecting that some low quality part was fitted 3-4 years back when it was replaced. He said that the old catalyst monoliths didn't look too bad, but that the engine seemed to be running hot based on the appearance of the lambdas. Couldn't catch all the details here. He reset the adaptation parameters and the car ran for ~200 km before errors showed up (P0420 and P0430). But still no noticeable issues on performance. My self I have changed coils and spark plugs as per above, and cleaned and checked all the small and large connectors in the engine bay. Should I try to get a new, original catalyst? Air or exhaust leaks? Is it the injectors? Connectors or cables? <-- the 3 new error codes seem random and don't make sense to me, at least Is the engine coked up and needs a cleaning? Keeping in mind that the engine runs and revs as happy as the day I bought it. No issues or hesitation, good power, emissions OK. All help hugely appreciated

Thanks for the reply What do you think about the slightly-off pressure range? Something to do with multiecuscan or can the values be correct? (if you are up to it Smaky, I will make a thread about my JTS's 5-years-developing MSCF with P0420s and P0430s with recent sprinkles of P0156, P1161 and P2237 ;-)

Another thing: any idea why my system seems to be operating within 42-53 bar? Is it a software (MES) artifact? See plot here: http://www.alfaowner.com/Forum/alfa-147-156-and-gt/483809-156-selespeed-circuit-pressure-and-accumulator.html

Hi there, I have a technical question about the selespeed clutch rod actuator position. I know that it's supposed to be within a certain value ~28 mm, but what causes the position to (typically) increase, often to 30+ mm? Is it clutch wear, or something else? Any why is it so important that it stays within the particular range, when it appears to function properly (but maybe not perfectly) even at 29 or 30 mm? Is it a sensitivity issue in the actuator that the ecu can't compensate for? I'm asking out of pure curiosity. I know that my own is around 31 mm, but haven't done anything about it yet. Last time I had the car in the workshop for a different sele issue I asked them to adjust it, but they said that it was not necessary and that the system compensated for clutch wear or something like that. I didn't stay to argue...