Talk Morgan Forums Morgan Sports Cars Maintenance & Servicing Diagnosis please?

I would interpret it that way. Right now, I'm driving the car the way it's meant to be driven. I do that to make sure that everything is working fine. That includes making sure the circuit is closed. I realized that by bypassing the switch. Because that's usually what that switch does when you're driving and not braking. Only, I have currently disabled the other programming for the motor behaviour during braking. Because that is the other function of the switch. It should open when you brake, but my switch is no longer usable. The priority is that the car drives properly when you don't brake. And I realized that.

I believe that this different mapping for braking (when the switch is not conductive) is not only because you are protected when you press both pedals at the same time. I suspect that this programming is optimized for the situation when you don't accelerate. My observation that the engine brake is even stronger indicates that the catalyst should be protected when you don't accelerate.

Richard, many thanks for taking the time to provide a heads-up, in that brake lights may still be wired directly and not dependant on ECU operation. It is comforting to think that some basic thinking may have remained in place..at least for a while..!

Heinz, the path you are currently slogging along is one I have trod many times. Without the benefit of access to the DESIGN FUNCTION SPECIFICATION, in other words the logical ladder that the programmer utilised to design the step by step sequence of operation repair can be very difficult. It seems such was the increase in variables of input in relation to eventual output that interrogation of programming required so much more than applied logic with a degree of understanding as to the basic desired operational sequence of the machinery..sigh.

I suspect so very much has changed since I was involved in such matters, but without the basics of a code reader to hand you would seem to be risking rather a high degree of frustration, but then again, even with a code reader available I have known a situation when trying a different code reader on the same vehicle could provide a different degree of access to data..

It would seem normal practice may be to observe a particular code and then replacing the usual parts associated with that code in the hope it resolves whatever situation exists, though with an intermittent fault that becomes a bit of a potentially expensive hit and miss part swapping exercise, when the signal voltages can be so low the fault can be intermittent and down to a damaged cable or connector that may be so difficult to trace..?

I am really sorry if my ramble seems to undermine your attempts Heinz.. But on the other hand, a pal of mine watched a Jaguar sitting on a forecourt for some time, when he enquired it seemed that none of the companies "mechanics" could get to run reasonably, thus was for sale as a non-runner... My pal had a quick look at it, completed the purchase, went under the bonnet unplugged all the engine connectors individually and plugged them back in a few times, got in fired it up, and drove off into the distance.. A couple of poor connections can create mayhem..?

From that which your US friend typed, and from your recent dirty carpet pic, (-: such was the angle of it was taken from, that I could not see a return stop for the brake pedal though I can only imagine that there will be one. Of course the switches would never have been designed to operate as an involuntary stop, thus I suspect there mounting may have a degree of adjustment to ensure the switches are never exposed to such forces..?

I must say that the Ford engineers have thought everything through very well. When I drove with open circuit I had the confirmation that the BPS switch is defective but the car was very slow after about 100 km.It was like a very fat limp home program but with VCT still activated. With a bypassed switch the car drives very well. But with open switch it is better to brake.
If the circuit is always closed I have to brake against the engine. The engine has no rev hang and is easy to drive.But without open switch the revs goes down much slower.

This is our switch for the BPS. Just as a help if you can't get it anywhere else you can google it and see who offers it in UK.

Apem 1213, 1233 or 1233A (3 stands for NO).

This switch does 10,000 cycles at full current. This should be less current in the BPS function and last longer.
I'll keep looking if there is a higher quality comparison type that fits mechanically.
The 1233A already has a smaller case so there is no need to cut anything.


https://www.mouser.de/datasheet/2/26/1200-B-17632-1158315.pdf

If you look at the travelway of the NO (BPS) and NC (brake pedal) in the data sheet, they are different and therefore they should not be mounted at the same distance.

Well done Heinz. Rutters have told me they can’t identify the switch until after lockdown ends, so I will try to trace elsewhere (and let them know).
Could be a Ford main dealer would have one.

You would have more luck Here probably and a lot cheaper than anywhere else, good luck you're nearly there now.

I admire your determination Heinz, you may find a possible supply of switches here..?

https://uk.rs-online.com/web/p/push-button-switches/1036280

Great info, the switches are really cheap and it maybe worth buying one of each for myself to keep on the shelf!

Amen to that - thanks very much everyone, I will report progress.

I plan to fit the switch and and adjust it so that it opens as soon as I touch the brake. That doesn't seem to be how the previous one is fitted; I don't want the ECU to think I'm nervous on the brakes, so I might need to slacken it off if that happens. To balance this, I'll give the car a long blast at full throttle and hopefully teach the ECU that it needs to let me off the leash.

interesting that only Heinz and myself have (ever) had this problem. Hoping this is the cure!