Monday, August 13, 2012
VEHICLE: 2009 Volkswagen Jetta TDI 2.0L, L4, MFI, DOHC, Eng Desg CBEA
18895/ P2463 /009315 - Diesel Particle Filter: Excessive Soot Accumulation
16928/ P0544 /001348 - Exhaust Gas Temperature Sensor G235 Circuit Bank 1 Sensor 1
1. Start by verifying function of the G235 Exhaust Gas Temperature Sensor 1. Failure of exhaust gas temperature sensor function can result in false Diesel Particulate Filter (DPR) soot load codes.
2. The G235 Sensor measures exhaust gas temperature pre-turbo. Using A Volkswagen compatible scan tool, select Measured Data Blocks and then Display Group 99. Display Group 99 will display 4 fields as follows:
Field 1 = Engine RPM
Field 2 = Pre-Turbo Temperature Sensor in Degrees Centigrade
Field 3 = Pre-Particle Filter Temperature Sensor in Degrees Centigrade
Field 4 = Post Particle Filter Temperature Sensor in Degrees Centigrade
3. With the engine fully cooled to ambient temperature, observe the temperature readings from Display Group 99. All exhaust gas temperature readings should be at or near ambient temperature (example: display of all sensors should read at or near 20 degrees centigrade at 68°Fahrenheit ambient temperature).
4. If the G235 Sensor does not indicate a correct temperature value, a sensor or wiring harness fault is the most likely cause.
5. Inspect the wiring harness for damage. The sensor is located on the turbo housing. The wiring harness will have a Brown ground wire (connector T2bz/1) and a red signal voltage wire (connector T2bz/2). Disconnect the harness and observe the temperature reading in Display Group 99 field 2. If the temperature reading changes when the harness is unplugged, the problem in the circuit is with the G235 sensor itself.
6. The G235 sensor has been prone to cracking of the exhaust gas sensing element in the exhaust stream. Remove the sensor and inspect for sensor mechanical damage/failure.
7. Once the G235 fault has been repaired, clear all trouble codes and test drive the vehicle to verify that no codes return.
8. If the 18895/P2463/009315 - Diesel Particle Filter: Excessive Soot Accumulation code returns, see the Tech Tips section for checking DPF soot loading.
Exhaust Gas Temperature (EGT) Sensor G235
Exhaust Gas Temperature (EGT) Sensor G235 Wiring
Diesel Particulate Filter
Diesel Particulate Filter Regeneration Procedure
Replaced Exhaust Gas Temperature (EGT) Sensor G235
Note: Diesel particulate filter soot load can be observed using a full function Volkswagen Compatible scan tool. Select Measured Data Block and then Display Group 108 (Note: if display group 108 does not contain data try display group 241 as an alternate).
Field 2 displays the calculated DPF soot load and Field 3 displays the measured soot load of the DPF in grams.
If either the calculated or measured soot mass is above 30g but below 40g you can initiate a regeneration while standing (idle will be raised etc.), a forced regeneration while driving is also possible. Once the values are above 40g (but below the max 45g) the regeneration while standing is no longer available and the regeneration while driving must be performed. NOTE! If the particle filter load is above specification (45 grams) the particle filter needs to be replaced since the car may burn down when regenerating.
VEHICLE: 2008 Lincoln MKX Base 3.5L, V6, MFI, DOHC, VIN C
The passenger heated seat is inoperative. The light comes on in the control panel when pushing the switch but the seat doesn't heat up.
1. If a scanner with the correct software is available, start with pulling codes on the Dual Climate Controlled Seat Module (DCSM). If any codes are present, address as needed.
2. If a scanner is not available, access the DCSM on the underside of the front of the passenger seat. At connector C3036A (Black 12 terminal connector) check the resistance between pin 1 Grey/Blue (GY/BU) wire and pin 2 Blue (BU) wire. This will check the resistance of the heating element in the Thermo-Electric Device (TED) for the seat. The resistance should be 0.9-10.0Ω. If the reading is abnormally high indicating the heating element is open, verify the resistance between pins 1 and 3 on the 8 terminal connector for the TED itself. If high at the TED 8 terminal connector, replace the TED for the seat cushion.
3. If the seat cushion element tests OK, check the backrest cushion. This is pin 3 Blue/Brown (BU/BN) wire and pin 4 White (WH) wire. The resistance should be 0.9-10.0Ω. If the reading is abnormally high indicating the heating element is open, verify the resistance between pins 1 and 3 on the 8 terminal connector for the backrest TED itself. If high at the TED 8 terminal connector, replace the TED for the backrest.
Thermo-Electric Device (TED)
Thermo-Electric Device (TED) Wiring
Thermo-Electric Device (TED) Connector
Replaced Thermo-Electric Device (TED): Replaced the TED in the seat cushion.
The climate controlled seats have items called Thermo-Electric Devices (TED) which contain the heating element, the temperature sensor, and the blower motor for the seats all in one unit.
2008 Lincoln MKX Base 3.5L, V6, MFI, DOHC, VIN C The passenger heated seat is inoperative. The light comes on in the control panel when pushing the switch but the seat doesn't heat up.
VEHICLE: 2009 Toyota Corolla S 1.8L, L4, MFI, DOHC, VIN L, Eng Desg 2ZRFE
The vehicle came in for a front brake job. We performed the brake job and when we were finished, trouble code C1290 was set.
1. Perform the zero point calibration for the steering angle sensor.
Steering Angle Sensor (SAS) Calibration
Performed Steering Angle Sensor (SAS) Calibration
When performing a brake job, make sure that when the wheels are turned from side to side, that the steering wheel is used to turn the wheels. Do not turn the wheels from side to side by grabbing the wheels and turning them. This can upset the calibration of the steering angle sensor.
2009 Toyota Corolla S 1.8L The vehicle came in for a front brake job. We performed the brake job and when we were finished, trouble code C1290 was set.
VEHICLE: 2008 Mazda CX-7 Grand Touring 2.3L, L4, MFI, DOHC, Eng Desg MZR
The engine is a bit low on power at higher speeds and Mass Air Flow (MAF) sensor code P0101 is present.
1. Check for plugged catalytic converter(s). It is not uncommon to have a plugged exhaust after a turbocharger failure.
2. Check boost pressure in the intake manifold to determine if the turbocharger is boosting or not. If not, the turbocharger may be faulty.
Restricted Exhaust System
2008 Mazda CX-7 Grand Touring 2.3L sensor code P0101
VEHICLE: 2008 Chrysler Town & Country Limited 4.0L, V6, MFI, SOHC, VIN X
Code P0344 buck and jerk on deceleration and over 3000 RPM.
1. Labscope the Camshaft Position (CMP) Sensor and Crankshaft Position (CKP) Sensor compare to good pattern.
2. If Cam and Crank pattern's are shifted, or erratic remove cam sensor and inspect cam gear tone wheel for any movement with screw driver. If tone wheel is loose, replace camshaft gear.
Camshaft Position (CMP) Sensor
Camshaft Position (CMP) Sensor Tone Wheel
Crankshaft Position (CKP) Sensor
Crankshaft Position (CKP) Sensor Wiring
Camshaft Position (CMP) Sensor Wiring
Replaced Camshaft Position (CMP) Sensor Tone Wheel
We have had reports of the tone wheel being lose on the Cam gear on the 4.0 liter engine.
2008 Chrysler Town & Country Limited 4.0L P0344 buck and jerk on deceleration and over 3000 RPM
VEHICLE: 2006 Honda Pilot EX 3.5L, V6, MFI, SOHC, Eng Desg J35A9
Multiple engine misfires. Codes: P0300, P0301, P0302, P0303, P0304, P0305 and P0306.
1. Check the Exhaust Gas Recirculation (EGR) valve voltage on the scan tool, it should be 1.25 V when the EGR valve is closed. Sometimes the valve will stick, causing a rough idle.
2. If the engine misfires when driving, block or unplug the EGR valve and see if the problem goes away. If the problem goes away, check for a faulty EGR valve or EGR distribution problem.
3. Load test each ignition coil and see if one is breaking down intermittently. One faulty ignition coil can set all 6 misfire codes. Also verify the spark plugs are good.
4. If the engine misfires at idle and it's not an ignition coil issue or a lean problem, it is common for the valve to get tight and cause a rough idle with misfire codes.
Exhaust Gas Re-Circulation (EGR) Control Valve
Tight Engine Valves
Cleaned Exhaust Gas Recirculation (EGR) Passages
2006 Honda Pilot EX 3.5L Codes: P0300, P0301, P0302, P0303, P0304, P0305 and P0306
Ford F-250 Super Duty XLT 6.0L The engine will not start when hot. It is not building enough Injection Control Pressure
VEHICLE: 2006 Ford F-250 Super Duty XLT 6.0L, V8, MFI, OHV, VIN P, Eng Version Power-Stroke, #Valves 32
The engine will not start when hot. It is not building enough Injection Control Pressure (ICP). The Injection Pressure Regulator (IPR) shows 85% cranking. The oil pressure gauge does show pressure when cranking and the oil has been changed.
1. If the oil supply is OK, check the ICP system for any leaks when it's not starting. When working on an F-series vehicle, remove the ICP sensor from the passenger side valve cover and connect shop air to the fitting in the valve cover. When working on a 2005 or newer E-Series vehicle, connect the shop air pressure to the test port on the high pressure pump itself (this is a port that normally has a pipe plug in it and can be accessed by removing the doghouse inside the vehicle). With air applied, turn the key on and either use a scanner to command the Injection Pressure Regulator (IPR) closed (if the function is available) or back probe the Yellow/Red (Y/R) wire at the IPR and ground it. There should be very little to no air heard in the crankcase with the IPR grounded.
2. If there is no difference in the air heard when turning the key on and grounding the IPR, suspect a leaking IPR or leak in the system. Remove the valve covers to check for any leaks at the injectors. If none are found, remove the rear engine cover to access the ICP pump and check for any leaking lines or connections and repair as needed.
3. If there are no leaks but there is air heard when pressurizing the system, suspect a faulty IPR. Replace it and recheck operation.
4. If there is no air heard when pressure testing the system, suspect a faulty ICP pump.
Injection Control Pressure Pump
Injection Pressure Regulator (IPR)
Replaced High Pressure Oil Pump Branch Tube Adapter: Replaced the Snap To Connect fitting.
Refer to TSB 08-9-9 (or 08-18-6 if available) for related information on pressure testing the ICP system and the Snap To Connect (STC) fitting replacement.
2006 Ford F-250 Super Duty XLT 6.0L The engine will not start when hot. It is not building enough Injection Control Pressure
VEHICLE: 2006 Honda Accord EX 2.4L, L4, MFI, DOHC, Eng Desg K24A8
The check engine light is on with a code P2138, and at times the vehicle will not accelerate correctly.
1. Locate the Accelerator Pedal Position (APP) sensor on the firewall on the right side of the engine compartment. There is an accelerator cable running to it and a 6 wire Black connector on the APP sensor. Verify pin #1, the Yellow/Blue wire, has 5 volts key on from the Engine Control Module (ECM) and there is ground on the Green/Yellow wire pin #2. Then check the APP #2 sensor sweep on the Red/Yellow wire pin #3. The voltage should sweep from 0.2-0.3 volts to around 2.2-2.3 volts and not drop out.
2. Next check the APP #1 sensor and verify the Green/White wire pin #6 has a good ground and Pin #5, a Yellow/Red wire, has 5 volts. Then check the sweep signal on the Red/Blue wire pin #4, it should start at 0.5 volts and sweep up to 4.5 volts and not glitch or drop out. If any of the sensors drop out, the APP sensor will need to be replaced.
3. If the signals are good, check the reading on a scan tool or verify the wire harness and connections are good to the Engine Control Module (ECM).
Accelerator Pedal Position (APP) Sensor
Replaced Accelerator Pedal Position (APP) Sensor
2006 Honda Accord EX 2.4L The check engine light is on with a code P2138
VEHICLE: 2008 Chevrolet Silverado 1500 WT 5.3L, V8, MFI, OHV, VIN J, Eng Desg LY5
The engine intermittently stalls and will not restart. There is no fuel pressure. It has a new fuel pump installed and the wiring is OK.
1. Verify good power and ground to the Fuel Pump Control Module (FPCM).
2. If powers and ground are both good, check for voltage on the Dk Green/White wire at pin 13 of the FPCM while commanding the fuel pump on and off via the scanner.
3. If voltage is present when commanded, verify a good connection to the FPCM. If OK, replace the FPCM. Programming is required after installation.
Fuel Pump Control Module
Fuel Pump Control Module (FPCM) Ground
Fuel Pump Control Module (FPCM) Power
Fuel Pump Control Module Wiring
Replaced Fuel Pump Control Module
Chevrolet Silverado 1500 The engine intermittently stalls and will not restart. There is no fuel pressure. It has a new fuel pump installed and the wiring is OK.
VEHICLE: 2001 BMW X5 3.0i 3.0L, L6, MFI, DOHC, Eng Desg M54, Siemens MS 43
Compressor will not engage. System full, code 125 present in the engine control module. When the code is cleared, the A/C compressor engages for about 10 seconds and quits. High side pressure is about 200 PSI.
1. At the connector for the electric auxiliary fan, check for constant battery voltage on the Red/Blue wire.
2. Check for ground on the solid Brown wire.
3. After clearing codes in the Engine Control Module (ECM) and the Heating, Ventilation and Air Conditioning (HVAC) system module, and cycling the ignition key, backprobe the small Black/Green wire and check for voltage pulse immediately after starting, as the ECM checks function of the fan.
Replaced Auxiliary Coolant Fan
Fault code 125 is for auxiliary fan actuation. The A/C compressor clutch will be shut off if the auxiliary fan cannot be made to operate
Sunday, August 12, 2012
2001 BMW 325i Base 2.5L, L6, MFI, DOHC, Eng Desg M54, Siemens MS
Customer Concern: The check engine light is on. Trouble codes P0300, P0171 and P0174 are present.
1. Check for an intake air leak in the throttle body, intake runner gaskets and Positive Crankcase Ventilation (PCV) valve. The best time to check for intake leaks is when the engine is cold, as the gaskets tend to seal up as they expand after warm up.
2. A smoke machine can be used to check for leaks, or the intake area can be pressurized with regulated shop air to 10 PSI. Then spray around the throttle body with soapy water and look for bubbles.
3. Check the PCV system by testing the crankcase vacuum. It should be from 8 to 15 millibar (that equals about 1/4 to 1/2 PSI of vacuum). It can be checked at the oil dip stick tube.
Leaking PCV Valve
Air Mass Meter (AMM)
Restricted Fuel Injectors
Insufficient Fuel Pressure
Intake Runner Gaskets.
Leaking Positive Crankcase Ventilation (PCV) System
Leaking Secondary Air Injection (SAI) Check Valve
Leaking Throttle Body
Replaced Brake Booster Vacuum Supply Hose
Common areas for leakage on the engine are vacuum lines, cracked intake boots and around the crankcase breather or the breather itself.
BMW 325i Base 2.5L, L6, Trouble codes P0300, P0171 and P0174 are present
Nissan Maxima GLE 3.0L, V6, the engine cranks like it is out of time. It bucks the starter and backfires
VEHICLE: 2000 Nissan Maxima GLE 3.0L, V6, MFI, DOHC, Eng Desg VQ30DE, Bosch L-Jetronic
Customer Concern: Intermittently the engine cranks like it is out of time. It bucks the starter and backfires. When the engine does start, it runs fine.
1. Try moving the negative battery cable from the engine to one of the starter mounting bolts and see if the problem is corrected.
2. If no help, make sure all of the transmission to engine mounting bolts are clean and tight and that none are missing.
3. A last resort would be to unbolt and pull the transmission back from the engine and clean/lightly sand the entire mating surfaces of the engine and the transmission really well and bolt the transmission back up to the engine.
Battery Negative Cable
Engine To Transmission Mounting Surface
Repositioned Battery Negative Cable: Moved the battery ground cable to the lower starter bolt and cleaned the transmission case bolts.
The Position of Crankshaft (POS) counts off the rear Crankshaft Position (CKP) sensor should be 180 any time the engine is cranking or running. The Engine Control Module (ECM) marks number 1 off the front CKP sensor and counts 180 off the rear CKP sensor. The fact that the engine always runs fine once it starts, indicates the rear CKP sensor itself is fine - it is the magnetism of the starter affecting the rear CKP sensor while cranking that is the problem.
Nissan Maxima GLE 3.0L, V6, the engine cranks like it is out of time. It bucks the starter and backfires
VEHICLE: 2010 Hyundai Sonata GLS 2.4L, L4, MFI, DOHC, VIN C, Eng Version N/R
Customer Concern: Malfunction Indicator Light (MIL) is on. Evaporative Emission (EVAP) vent valve code P0449.
1. Check the air filter for the Canister Closing Valve (CCV) to determine if the filter is plugged/restricted.
2. Check the CCV valve hoses for being kinked or restricted.
3. Check the CCV for being stuck closed. When the CCV is powered up and grounded (energized), it should be closed, but when de-energized it should be open and be able to be easily blown through by mouth.
Canister Closing Valve (CCV)
Canister Closing Valve (CCV) Vent Hose
Canister Closing Valve (CCV) Air Filter
Replaced Canister Closing Valve (CCV): Replaced the CCV too.
Replaced Canister Closing Valve (CCV) Air Filter: The CCV air filter was plugged.
Hyundai Sonata GLS 2.4L, L4, Malfunction Indicator Light (MIL) is on. Evaporative Emission (EVAP) vent valve code P0449.
VEHICLE: 2000 Ford F-350 Super Duty Lariat 7.3L, V8, MFI, OHV, VIN F
Customer Concern: The engine will misfire intermittently and has a code P1273.
1. Clear the codes and perform the injector buzz test to determine if the P1273 will reset.
2. If the code is a hard fault then at the valve cover connector, swap the Brown/Yellow (BN/YE) at pin 4 with the Tan wire at pin 3. Then clear the codes and redo the injector buzz test to see if it returns. If the code changes to a P1271, remove the valve cover and check for a loose Under Valve Cover (UVC) harness, damaged valve cover gasket, or faulty injector.
3. If the code P1273 still sets, put the wires back in their original location at the valve cover connector. Go to the Injector Driver Module (IDM), inside the Left Hand (LH) fender, and swap the BN/YE wire at pin 21 with the Tan wire at pin 6. Again clear codes and redo the injector buzz test. If the P1273 still sets, replace the IDM. If the code changes to a P1271, check for high resistance in the BN/YE wire between the IDM and valve cover connector.
Under Valve Cover (UVC) Harness
Valve Cover Gasket
Injector Driver Module (IDM)
Fuel Injector Wiring
Replaced Engine Wiring Harness Connectors: The problem was in the engine harness connector that plugs in to the outside of the valve cover gasket.
The cylinder numbering on this Ford F-350 Super Duty Lariat 7.3L is 1, 3, 5, 7 front to back on the Right Hand (RH) side and 2, 4, 6, 8 front to back on the Left Hand (LH) side.