Originally Posted by Mark+4
Although I think the CAN-BUS is the issue, I will also start disconnecting dials systematically to check it's not one of those causing the issue. My thought being that a problem on the SAT-BUS could Cause the issue on the CAN-BUS, and it won't cost anything.

This is a tough one Mark but an observation regarding the CAN bus on my Duratec +4, that might be relevant to the GDI too.

There appears to be a couple of fundamental reliability/longevity weakness's on my Duratec. The CAN high and low signals wires exit the superbly engineered Ford ECU via gold plated environmentally sealed contacts. However.... those two wires are then each spliced somewhere in the loom most probably using a crimp joint, which is Morgan's usual technique. One wire from each of those splices then splits off to the OBD2 connector and the other more important wires connect to the MFU (an early iteration of the BCU) to process the instrumentation via what appears to be a 'cost effective' TE Multilock non environmentally sealed connector with tin/lead contacts (see the MFU image back in the thread). Please, electrical people, correct me if I'm wrong here but is this less than ideal for reliability long term?

[Linked Image]

PS -From the one image I've seen of the BCU's used in later cars, it uses the same style of connectors

Roger
2011 Plus 4