2013 Audi Q7 Joins Siblings, Gets Upgraded 240-hp Diesel: "The Audi Q7, like its platform-mates the Porsche Cayenne and the VW Touareg—is getting a 240-hp diesel six for the 2013 model year. This revised 3.0-liter V-6 engine delivers 15 hp more than it did last year, cuts 55 pounds of weight, and increases the EPA-rated fuel economy by 2 mpg in the city and 3 highway to 19 and 28, respectively. Torque for the new engine is the same as the outgoing version, at 406 lb-ft."
'via Blog this'
Friday, July 20, 2012
Toyota Recall Timeline: What Went Down When
Toyota Recall Timeline: What Went Down When: "Below is a timeline of the Toyota recall fiasco. In the (highly likely) event that there are more events, we’ll update this post.
– A Lexus ES350 crashes at over 100 mph and bursts into flames, killing an off-duty California Highway Patrolman and three members of his family. The cause of the crash is determined to be a throttle that stuck open. At the time of the crash, the officer’s brother-in-law, a passenger in the car, is on the phone with police frantically reporting that the car won’t slow down."
'via Blog this'
– A Lexus ES350 crashes at over 100 mph and bursts into flames, killing an off-duty California Highway Patrolman and three members of his family. The cause of the crash is determined to be a throttle that stuck open. At the time of the crash, the officer’s brother-in-law, a passenger in the car, is on the phone with police frantically reporting that the car won’t slow down."
'via Blog this'
Ford recalls '13 Escapes over fire risks, urges owners to stop driving SUVs | The Detroit News | detroitnews.com
Ford recalls '13 Escapes over fire risks, urges owners to stop driving SUVs | The Detroit News | detroitnews.com: "Ford Motor Co. recalled 11,500 2013 Escape SUVs on Thursday over fire risks, and urged owners to immediately stop driving the vehicles. It's the latest setback for the redesigned vehicle that launched last month.
The recall covers Escapes with the 1.6-liter engine, which were built through July 11. Escapes equipped with the 2.0-liter and the 2.5-liter engines are unaffected. Ford says it will replace an engine compartment fuel line, which could split and leak fuel, and could lead to an underhood fire"
'via Blog this'
The recall covers Escapes with the 1.6-liter engine, which were built through July 11. Escapes equipped with the 2.0-liter and the 2.5-liter engines are unaffected. Ford says it will replace an engine compartment fuel line, which could split and leak fuel, and could lead to an underhood fire"
'via Blog this'
Toyota Recall Information – 2009-2011 Recall Notices
Toyota Recall Information – 2009-2011 Recall Notices: "Is Your Vehicle Involved?
If you think your vehicle may be involved in a recent safety recall or service campaign, click here to go to the Toyota Owners site, where you can enter your Vehicle Identification Number (VIN) and find out"
'via Blog this'
If you think your vehicle may be involved in a recent safety recall or service campaign, click here to go to the Toyota Owners site, where you can enter your Vehicle Identification Number (VIN) and find out"
'via Blog this'
Quick Spin: 2013 Tesla Model S
Quick Spin: 2013 Tesla Model S "You collectively paid $465 million dollars to make this report possible so please read it to the end.
The battery-powered Tesla Model S is officially on the road, thanks in part to the aforementioned Department of Energy loan, but also the backing of many private investors – some of whom are named Brin and Page. Google it if you don’t know what I’m talking about.
The first customer cars are in the hands of their very patient depositors, and one or two cars are being built and shipped each day, a rate that will accelerate as production ramps up through the end of the year. By then, Tesla expects to have delivered 5,000 vehicles, which won’t even fill half of the 11,000 orders currently on its books. In other words, it’s off to a pretty good start."
'via Blog this'
The battery-powered Tesla Model S is officially on the road, thanks in part to the aforementioned Department of Energy loan, but also the backing of many private investors – some of whom are named Brin and Page. Google it if you don’t know what I’m talking about.
The first customer cars are in the hands of their very patient depositors, and one or two cars are being built and shipped each day, a rate that will accelerate as production ramps up through the end of the year. By then, Tesla expects to have delivered 5,000 vehicles, which won’t even fill half of the 11,000 orders currently on its books. In other words, it’s off to a pretty good start."
'via Blog this'
My Nissan Won't Start | eHow.com
"Diagnosing a no-start issue with your Nissan requires a logical approach to discovering what might be stopping your car from starting. When you try to start your car, voltage from the battery passes through the ignition switch to the Park/Neutral safety switch then to the brake/clutch pedal to the starter solenoid. When voltage reaches the solenoid, a contact is closed that sends power to the starter to start the engine. The starter motor spins, pushes the starter pin into the flywheel and rotates the engine."
My Nissan Won't Start | eHow.com:
'via Blog this'
My Nissan Won't Start | eHow.com:
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Mexican Driver German Quiroga To Participate in NASCAR | Fox News Latino
Mexican Driver German Quiroga To Participate in NASCAR | Fox News Latino: "The American Dream of Mexican race car driver German Quiroga began to coalesce on Thursday when he signed with a NASCAR team to participate in four races in 2012 and show that Latinos do have a future in this sport.
Kyle Busch Motorsports announced that Quiroga will return to drive the Tundra 51 in the Camping World Truck Series, NASCAR's third national division.
Quiroga, a three-time NASCAR champion in Mexico, told Efe that although it had been difficult to break into U.S. auto racing he had been working "very hard" to play his best role so far in the sport this year.
"I'm used to winning races and competing in championships and that is what I'm going to continue doing. I'm ready for the new challenge and for my efforts to enable me to complete the whole season in 2013," he told Efe on Thursday"
'via Blog this'
Kyle Busch Motorsports announced that Quiroga will return to drive the Tundra 51 in the Camping World Truck Series, NASCAR's third national division.
Quiroga, a three-time NASCAR champion in Mexico, told Efe that although it had been difficult to break into U.S. auto racing he had been working "very hard" to play his best role so far in the sport this year.
"I'm used to winning races and competing in championships and that is what I'm going to continue doing. I'm ready for the new challenge and for my efforts to enable me to complete the whole season in 2013," he told Efe on Thursday"
'via Blog this'
Wednesday, July 11, 2012
Volkswagen Jetta TDI 18895/P2463/009315
VEHICLE: 2009 Volkswagen Jetta TDI 2.0L, L4, MFI, DOHC, Eng Desg CBEA
MILEAGE: 42,000
Customer Concern:
Trouble codes:
18895/P2463/009315 - Diesel Particle Filter: Excessive Soot Accumulation
16928/P0544/001348 - Exhaust Gas Temperature Sensor G235 Circuit Bank 1 Sensor 1
Tests: 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.
Potential Causes: Exhaust Gas Temperature (EGT) Sensor G235
Exhaust Gas Temperature (EGT) Sensor G235 Wiring
Diesel Particulate Filter
Diesel Particulate Filter Regeneration Procedure
Confirmed Fix: Replaced Exhaust Gas Temperature (EGT) Sensor G235
Tech Tips: 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.
MILEAGE: 42,000
Customer Concern:
Trouble codes:
18895/P2463/009315 - Diesel Particle Filter: Excessive Soot Accumulation
16928/P0544/001348 - Exhaust Gas Temperature Sensor G235 Circuit Bank 1 Sensor 1
Tests: 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.
Potential Causes: Exhaust Gas Temperature (EGT) Sensor G235
Exhaust Gas Temperature (EGT) Sensor G235 Wiring
Diesel Particulate Filter
Diesel Particulate Filter Regeneration Procedure
Confirmed Fix: Replaced Exhaust Gas Temperature (EGT) Sensor G235
Tech Tips: 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.
Toyota Corolla trouble code C1290
VEHICLE: 2009 Toyota Corolla S 1.8L, L4, MFI, DOHC, VIN L, Eng Desg 2ZRFE
MILEAGE: 56,000
Customer Concern:
The vehicle came in for a front brake job. We performed the brake job and when we were finished, trouble code C1290 was set.
Tests: 1. Perform the zero point calibration for the steering angle sensor.
Potential Causes: Steering Angle Sensor (SAS) Calibration
Confirmed Fix: Performed Steering Angle Sensor (SAS) Calibration
Tech Tips: 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.
MILEAGE: 56,000
Customer Concern:
The vehicle came in for a front brake job. We performed the brake job and when we were finished, trouble code C1290 was set.
Tests: 1. Perform the zero point calibration for the steering angle sensor.
Potential Causes: Steering Angle Sensor (SAS) Calibration
Confirmed Fix: Performed Steering Angle Sensor (SAS) Calibration
Tech Tips: 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.
Monday, June 18, 2012
Hyundai, check engine light is on, P0452
VEHICLE: 2007 Hyundai Veracruz SE 3.8L, V6, MFI, DOHC, VIN C
MILEAGE: 64,793
Customer Concern: The check engine light is on with an Evaporative Emissions (EVAP) pressure sensor low input automotive diagnostic code of P0452.
Tests: 1. Check the Fuel Tank Pressure Sensor (FTPS) for a 5 volt reference at the Brown wire, ground of less than 0.05 volts at the Gray/Black wire, and check the Green signal wire for about 2.5 volts with no pressure of vacuum in the fuel tank or EVAP system. Remove the fuel cap and see if the voltage changes.
2. If the voltage was low and came up with the cap off, check for a restriction in the charcoal canister or EVAP filter. Test the canister closed valve to be open at rest and closed when energized, test it several times to see if it sticks.
Potential Causes: Fuel Tank Pressure Sensor (FTPS)
Canister Closed Valve (CCV)
Charcoal Canister
EVAP Canister Vent Filter
Confirmed Fix: Replaced Fuel Tank Pressure Sensor (FTPS)
Tech Tips: This vehicle has a 5 year/60,000 mile bumper to bumper warranty and a 10 year/100,000 mile power train warranty
MILEAGE: 64,793
Customer Concern: The check engine light is on with an Evaporative Emissions (EVAP) pressure sensor low input automotive diagnostic code of P0452.
Tests: 1. Check the Fuel Tank Pressure Sensor (FTPS) for a 5 volt reference at the Brown wire, ground of less than 0.05 volts at the Gray/Black wire, and check the Green signal wire for about 2.5 volts with no pressure of vacuum in the fuel tank or EVAP system. Remove the fuel cap and see if the voltage changes.
2. If the voltage was low and came up with the cap off, check for a restriction in the charcoal canister or EVAP filter. Test the canister closed valve to be open at rest and closed when energized, test it several times to see if it sticks.
Potential Causes: Fuel Tank Pressure Sensor (FTPS)
Canister Closed Valve (CCV)
Charcoal Canister
EVAP Canister Vent Filter
Confirmed Fix: Replaced Fuel Tank Pressure Sensor (FTPS)
Tech Tips: This vehicle has a 5 year/60,000 mile bumper to bumper warranty and a 10 year/100,000 mile power train warranty
2008 Buick Enclave CXL 3.6L, V6 will not start will not crank
VEHICLE: 2008 Buick Enclave CXL 3.6L, V6, MFI, DOHC, VIN 7
MILEAGE: 37,000
Customer Concern: No start no crank.
No Electronic Control Module (ECM) communication.
Has Body Control Module (BCM) communication.
Ongoing body shop repairs.
Tests: 1. Key off, disconnect the scanner.
2. Check the resistance between pin 6 and 14 at the Data Link Connector (DLC). A value of 60
Ω +/- 10% is expected.
3. Disconnect the Electronic Control Module (ECM) at the radiator core support.
4. Check the resistance between pin 33 and 55 in the ECM Gray connector. A value of 60Ω +/- 10% is expected.
5. If the resistance is wrong, check for disconnected components or wiring and connection problems on the high speed GMLAN.
Potential Causes: Failed High Speed GMLAN
Confirmed Fix: Installed Headlight Control Module
Tech Tips: Note: Refer to wiring diagrams to decide options and early or late production.
The Headlamp Control Module is a part of the right headlight assembly.
For additional help with your vehicle you can check out this automotive website. has some great information about most makes and model vehicles and is maintained daily
Thursday, March 15, 2012
Acura TL code P0700, code P0847
2004 Acura TL Base 3.2L, V6, MFI, SOHC, Eng Desg J32A3
Problem: Automatic transmission malfunction code P0700 is set. The D light will flash. 3rd clutch transmission fluid pressure switch code P0847 is set. Freeze frame data showed all three shift solenoids were off (4th gear) when the code set. The transmission shifts fine.
Tests:
1. Backprobe and check the voltage for the 3rd clutch transmission fluid pressure switch on the Blue/White wire, at the 3rd clutch transmission fluid pressure switch, or on the Blue/White wire at terminal C5 at the PCM. The PCM sends out a 5.0 volt reference to the 3rd clutch transmission fluid pressure switch and the 3rd clutch transmission fluid pressure switch closes to ground (near 0 volts on the Blue/White wire) when there is 3rd clutch pressure. There should be 3rd clutch pressure when the transmission is in 3rd gear. There should be approximately 5.0 volts on the Blue/White wire when there is no 3rd clutch pressure - not in 3rd gear.
2. Backprobe and check the voltage for the 4th clutch transmission fluid pressure switch on the Blue/Yellow wire at the 4th clutch transmission fluid pressure switch or on the Blue/Yellow wire at terminal C13 at the PCM to see how it responds since the code set with the transmission in 4th gear. The PCM sends out a 5.0 volt reference to the 4th clutch transmission fluid pressure switch and the 4th clutch transmission fluid pressure switch closes to ground (near 0 volts on the Blue/Yellow wire) when there is 4th clutch pressure. There should be 4th clutch pressure when the transmission is in 4th gear. There should be approximately 5.0 volts on the Blue/Yellow wire when there is no 4th clutch pressure - not in 4th gear.
Potential Causes: 3rd Clutch Transmission Fluid Pressure Switch
Automatic Transmission
Confirmed Fix: Replaced 3rd Clutch Transmission Fluid Pressure Switch: Replaced both the 3rd clutch transmission fluid pressure switch and the 4th clutch transmission fluid pressure switch. The dealer had several in stock.
Replaced 4th Clutch Transmission Fluid Pressure Switch
Tech Tips: Trouble code P0700 in the Powertrain Control Module (PCM) just indicates there is a malfunction in the transmission. Need to check transmission codes to determine what the transmission malfunction is. Since freeze frame data showed all three shift solenoids were off (4th gear) when the code set, maybe the 3rd clutch transmission fluid pressure switch was still ON in 4th gear. Since the transmission shifts fine, it is more likely a defective 3rd clutch transmission fluid pressure switch.
Problem: Automatic transmission malfunction code P0700 is set. The D light will flash. 3rd clutch transmission fluid pressure switch code P0847 is set. Freeze frame data showed all three shift solenoids were off (4th gear) when the code set. The transmission shifts fine.
Tests:
1. Backprobe and check the voltage for the 3rd clutch transmission fluid pressure switch on the Blue/White wire, at the 3rd clutch transmission fluid pressure switch, or on the Blue/White wire at terminal C5 at the PCM. The PCM sends out a 5.0 volt reference to the 3rd clutch transmission fluid pressure switch and the 3rd clutch transmission fluid pressure switch closes to ground (near 0 volts on the Blue/White wire) when there is 3rd clutch pressure. There should be 3rd clutch pressure when the transmission is in 3rd gear. There should be approximately 5.0 volts on the Blue/White wire when there is no 3rd clutch pressure - not in 3rd gear.
2. Backprobe and check the voltage for the 4th clutch transmission fluid pressure switch on the Blue/Yellow wire at the 4th clutch transmission fluid pressure switch or on the Blue/Yellow wire at terminal C13 at the PCM to see how it responds since the code set with the transmission in 4th gear. The PCM sends out a 5.0 volt reference to the 4th clutch transmission fluid pressure switch and the 4th clutch transmission fluid pressure switch closes to ground (near 0 volts on the Blue/Yellow wire) when there is 4th clutch pressure. There should be 4th clutch pressure when the transmission is in 4th gear. There should be approximately 5.0 volts on the Blue/Yellow wire when there is no 4th clutch pressure - not in 4th gear.
Potential Causes: 3rd Clutch Transmission Fluid Pressure Switch
Automatic Transmission
Confirmed Fix: Replaced 3rd Clutch Transmission Fluid Pressure Switch: Replaced both the 3rd clutch transmission fluid pressure switch and the 4th clutch transmission fluid pressure switch. The dealer had several in stock.
Replaced 4th Clutch Transmission Fluid Pressure Switch
Tech Tips: Trouble code P0700 in the Powertrain Control Module (PCM) just indicates there is a malfunction in the transmission. Need to check transmission codes to determine what the transmission malfunction is. Since freeze frame data showed all three shift solenoids were off (4th gear) when the code set, maybe the 3rd clutch transmission fluid pressure switch was still ON in 4th gear. Since the transmission shifts fine, it is more likely a defective 3rd clutch transmission fluid pressure switch.
Wednesday, March 14, 2012
Ford F-150 The Malfunction Indicator Light (MIL) is illuminated and the Powertrain Control Module
VEHICLE: 2009 Ford F-150 XLT 4.6L, V8, MFI, SOHC, VIN 8, Eng Version Triton
MILEAGE: 18,963
Problem: The Malfunction Indicator Light (MIL) is illuminated and the Powertrain Control Module (PCM) set Keep Alive Memory (KAM) codes P0171 and P0174.
The scan tool is showing one Long Term Fuel Trim (LFT) value at (+)6% and the other at (+)129%.
Tests: 1.
The LFT value that is displayed at 129% is an illogical reading. Fuel trim is a closed loop adjustment to the air fuel ratio sensor input readings. These values go positive, in the case of a lean running condition, or negative, in the case of a rich running condition. The value itself is a percentage of adjustment one direction or the other away from the base calculation of fuel injector pulse width. The base calculation is made based on the input values of the open loop sensors such as engine RPM, Mass Air Flow (MAF) sensor input, Intake Air Temperature (IAT) sensor and Cylinder Head Temperature (CHT) sensor. The LFT maximum movement from 0% is 25% positive or negative, and the SFT maximum from 0% is 33%, positive or negative, on most scan tool displays.
2. For the PCM to set codes P0171 and/or P0174, the fuel trim (SFT or LFT) needs to reach its maximum positive limit. Any double digit value of SFT or LFT can be considered excessive correction for a lean running condition.
3. When both banks are showing lean operation at idle speed but the values decrease to single digit readings in an off-of-idle running condition, the suggestive cause is a vacuum leak concern.
4. If the fuel trim values are seen to be high in off-of-idle conditions, it would suggest a MAF sensor input or fuel delivery issue.
Check fuel pressure. This vehicle has a mechanical returnless fuel system. Fuel pressure should indicate a constant reading of 50-70 PSI.
5. If the MAF sensor input is suspect for cause, inspect the MAF sensing wire for contamination and clean it using a MAF sensor safe cleaning agent. Do not blow dry the sensing element or wipe it with a cloth or cotton swab. Touching the sending element could cause it damage. Inspect the air filter element and air cleaner assembly for a potential airflow diversion which could cause a sensing issue for the MAF and address as needed.
6. If the MAF sensing element is cleaned or the MAF is replaced, clear the PCM's adaptive memory and recheck the SFT and LFT readings on the scan tool during closed loop operation to determine if there is still indication of lean running.
Potential Causes: Vacuum Leak
Air Induction Leak
Mass Air Flow (MAF) Sensor
Fuel Pump
Fuel Filter
Confirmed Fix: Replaced Mass Air Flow (MAF) Sensor
MILEAGE: 18,963
Problem: The Malfunction Indicator Light (MIL) is illuminated and the Powertrain Control Module (PCM) set Keep Alive Memory (KAM) codes P0171 and P0174.
The scan tool is showing one Long Term Fuel Trim (LFT) value at (+)6% and the other at (+)129%.
Tests: 1.
The LFT value that is displayed at 129% is an illogical reading. Fuel trim is a closed loop adjustment to the air fuel ratio sensor input readings. These values go positive, in the case of a lean running condition, or negative, in the case of a rich running condition. The value itself is a percentage of adjustment one direction or the other away from the base calculation of fuel injector pulse width. The base calculation is made based on the input values of the open loop sensors such as engine RPM, Mass Air Flow (MAF) sensor input, Intake Air Temperature (IAT) sensor and Cylinder Head Temperature (CHT) sensor. The LFT maximum movement from 0% is 25% positive or negative, and the SFT maximum from 0% is 33%, positive or negative, on most scan tool displays.
2. For the PCM to set codes P0171 and/or P0174, the fuel trim (SFT or LFT) needs to reach its maximum positive limit. Any double digit value of SFT or LFT can be considered excessive correction for a lean running condition.
3. When both banks are showing lean operation at idle speed but the values decrease to single digit readings in an off-of-idle running condition, the suggestive cause is a vacuum leak concern.
4. If the fuel trim values are seen to be high in off-of-idle conditions, it would suggest a MAF sensor input or fuel delivery issue.
Check fuel pressure. This vehicle has a mechanical returnless fuel system. Fuel pressure should indicate a constant reading of 50-70 PSI.
5. If the MAF sensor input is suspect for cause, inspect the MAF sensing wire for contamination and clean it using a MAF sensor safe cleaning agent. Do not blow dry the sensing element or wipe it with a cloth or cotton swab. Touching the sending element could cause it damage. Inspect the air filter element and air cleaner assembly for a potential airflow diversion which could cause a sensing issue for the MAF and address as needed.
6. If the MAF sensing element is cleaned or the MAF is replaced, clear the PCM's adaptive memory and recheck the SFT and LFT readings on the scan tool during closed loop operation to determine if there is still indication of lean running.
Potential Causes: Vacuum Leak
Air Induction Leak
Mass Air Flow (MAF) Sensor
Fuel Pump
Fuel Filter
Confirmed Fix: Replaced Mass Air Flow (MAF) Sensor
Mercedes benz Fill Transmission fluid
VEHICLE: 2009 Mercedes-Benz C300 4Matic Sport 3.0L, V6, MFI, DOHC, Eng Desg 272.948
MILEAGE: 80,000
Problem How is transmission fluid filled after service? There is no fill tube.
Tests: 1.
Identify the transmission type. If the transmission has a fluid fill tube without a dipstick, the transmission is a 5-speed 722.6. If the transmission has no tube, it is a 7-speed 722.9.
2.
With a 722.9 transmission, it is required to fill the transmission by using the drain in the pan. When the transmission pan is removed and filter replaced, start by adding 4 1/2 quarts and start the engine.
3.
Use a factory type scan tool to read transmission temperature. When at 40 deg. C and not more than 45 deg. C, fill fluid into the drain hole. Remove the tool and watch for the amount of fluid that drains out. With no fluid or a small amount draining back out, the fluid is not full enough. With large amounts of fluid draining out, wait until the stream is reduced to the size of a pencil.
Potential Causes: Information Only
Confirmed Fix: Performed Automatic Transmission Service: 5.5 liters
Tech Tips: Special tools are required to fill the transmission. Always use factory fluid. Always replace the transmission pan bolts and follow the torque procedures or they will break.
How to fill mercedes benz transmission fluid
MILEAGE: 80,000
Problem How is transmission fluid filled after service? There is no fill tube.
Tests: 1.
Identify the transmission type. If the transmission has a fluid fill tube without a dipstick, the transmission is a 5-speed 722.6. If the transmission has no tube, it is a 7-speed 722.9.
2.
With a 722.9 transmission, it is required to fill the transmission by using the drain in the pan. When the transmission pan is removed and filter replaced, start by adding 4 1/2 quarts and start the engine.
3.
Use a factory type scan tool to read transmission temperature. When at 40 deg. C and not more than 45 deg. C, fill fluid into the drain hole. Remove the tool and watch for the amount of fluid that drains out. With no fluid or a small amount draining back out, the fluid is not full enough. With large amounts of fluid draining out, wait until the stream is reduced to the size of a pencil.
Potential Causes: Information Only
Confirmed Fix: Performed Automatic Transmission Service: 5.5 liters
Tech Tips: Special tools are required to fill the transmission. Always use factory fluid. Always replace the transmission pan bolts and follow the torque procedures or they will break.
How to fill mercedes benz transmission fluid
Honda Accord will not start
VEHICLE:
2002 Honda Accord EX 3.0L, V6, MFI, SOHC, Eng Desg J30A1
MILEAGE:
135,583
Problem
Intermittent no start. When the engine does not start, there is spark but no fuel pressure.
Tests, diagnostics
1. Locate the Programmable Fuel Injection (PGM-FI) main relay, under the driver's side of the dash, by the brake pedal. The Black/Yellow (BLK/YEL) wire powers the fuel pump.
2. When the key is turned on, the Engine Control Module (ECM) will ground the Green/Yellow (GRN/YEL) wire for 2 seconds so the fuel pump will operate.
3. If there is no or low voltage on the BLK/YEL wire, then verify that the Red/White (RED/WHT) wire has good battery voltage. If the circuits are OK, then the common failure is the PGM-FI main relay.
Potential Causes:
PGM-FI Main Relay
Ignition Switch
Confirmed Fix:
Replaced Programmed Fuel Injection (PGM-FI) Main Relay
So there is a conformed fix on a honda accord no start
2002 Honda Accord EX 3.0L, V6, MFI, SOHC, Eng Desg J30A1
MILEAGE:
135,583
Problem
Intermittent no start. When the engine does not start, there is spark but no fuel pressure.
Tests, diagnostics
1. Locate the Programmable Fuel Injection (PGM-FI) main relay, under the driver's side of the dash, by the brake pedal. The Black/Yellow (BLK/YEL) wire powers the fuel pump.
2. When the key is turned on, the Engine Control Module (ECM) will ground the Green/Yellow (GRN/YEL) wire for 2 seconds so the fuel pump will operate.
3. If there is no or low voltage on the BLK/YEL wire, then verify that the Red/White (RED/WHT) wire has good battery voltage. If the circuits are OK, then the common failure is the PGM-FI main relay.
Potential Causes:
PGM-FI Main Relay
Ignition Switch
Confirmed Fix:
Replaced Programmed Fuel Injection (PGM-FI) Main Relay
So there is a conformed fix on a honda accord no start
Sunday, October 23, 2011
Ceramic Brake pads Offer longer brake pad life
Ceramic pads also extend brake life compared to most conventional lining materials. Akebono and Raybestos both say their durability testing has shown significantly longer life with no sacrifice in noise control, rotor life or braking performance when ceramic pads are used compared to other friction materials.
This is what bad brake pad can do to your rotors. Replacing your brakes at the proper time can save you hundreds in costly repairs.
How ceramic pads differ from regular metallic pads
One of the main differences between ceramic-enhanced friction materials and semi-metallic brake linings is that ceramic pads contain no steel wool or fibers. Steel provides strength and conducts heat away from rotors, but it also makes pads noisy. Steel also acts like an abrasive and causes rotor wear. Substituting ceramic materials and copper fibers for steel allows ceramic pads to handle the high brake temperatures with less heat fade, to recovery quickly, to experience less wear on both the pads and rotors, and to virtually eliminate noise. Annoying brake squeal is eliminated because the ceramic-enhanced compound dampens noise and moves vibrations to a frequency beyond our range of hearing.
Other features that help make ceramic pads extra quiet include chamfers, slots and insulator shims. These features are also found on other types of pads, but may not be used on all applications.
Chamfers are angled or beveled edges on the leading and trailing ends of the pad that reduce "tip-in" noise when the brakes are first applied. Chamfers also reduce the surface area of the brakes slightly, which increases the clamping force applied by the pads against the rotors. This further helps to dampen sound-producing vibrations.
Slots are grooves cut vertically, diagonally, or horizontally in the pads to reduce noise by changing the frequency of vibration from an audible level to a higher, inaudible frequency beyond the range of the human ear. Slots also help reduce brake fade by providing a passage for gases and dust to escape at high brake temperatures.
Insulator shims provide a dampening layer to absorb and dissipate vibrations before they can cause noise.
Other features that help make ceramic pads extra quiet include chamfers, slots and insulator shims. These features are also found on other types of pads, but may not be used on all applications.
Chamfers are angled or beveled edges on the leading and trailing ends of the pad that reduce "tip-in" noise when the brakes are first applied. Chamfers also reduce the surface area of the brakes slightly, which increases the clamping force applied by the pads against the rotors. This further helps to dampen sound-producing vibrations.
Slots are grooves cut vertically, diagonally, or horizontally in the pads to reduce noise by changing the frequency of vibration from an audible level to a higher, inaudible frequency beyond the range of the human ear. Slots also help reduce brake fade by providing a passage for gases and dust to escape at high brake temperatures.
Insulator shims provide a dampening layer to absorb and dissipate vibrations before they can cause noise.
Thursday, October 20, 2011
Chevrolet, Chevy, GMC, Jimmy, S10, Engine will not turn over when trying to start
Chevrolet, GMC, Jimmy, S10, Engine will not turn over when trying to start:
Simple diagnostic procedures to try when your engine will not turn over when trying to start.
1 Battery terminal connections loose or corroded. Check the cable terminals at the
battery; tighten cable clamp and/or clean off corrosion as necessary.
2 Battery discharged or faulty. If the cable ends are clean and tight on the battery posts,
turn the key to the On position and switch on the headlights or windshield wipers. If they
won't run, the battery is discharged.
3 Automatic transmission not engaged in park (P) or Neutral (N) or neutral safety switch
faulty. P) or Neutral (N) or neutral safety switch
faulty.
4 On manual transmissions, clutch pedal not depressed or clutch start switch rnalfunc-
tioningissions, clutch pedal not depressed or clutch start switch rnalfunc-
tioning
5 Broken, loose or disconnected wires in the starting circuit. Inspect all wires and con-
nectors at the battery, starter solenoid and ignition switch (on steering column). , loose or disconnected wires in the starting circuit. Inspect all wires and con-
nectors at the battery, starter solenoid and ignition switch (on steering column).
6 Starter motor pinion jammed in flywheel ring gear. If manual transmission, place transmission in gear and rock the vehicle to manually turn the engine. Remove starter and inspect pinion and flywheel at earliest convenience. ion jammed in flywheel ring gear. If manual transmission, place transmission in gear and rock the vehicle to manually turn the engine. Remove starter and inspect pinion and flywheel at earliest convenience.
7 Starter solenoid faulty
8 Starter motor faulty
9 Ignition switch faulty
10 Engine seized. Try to turn the crankshaft
with a large socket and breaker bar on the pulley bolt.
Thursday, July 28, 2011
Chevy, Gmc, S10 Blazer, Jimmy, adjust, check, timing
Chevy, Gmc, S10 Blazer, Jimmy, adjust, check, timing step by step guide with full pictures:
Refer to illustrations 35.4 and 35,5
Note: It is imperative that the procedures included on the Vehicle Emissions Control Information label be followed when adjusting the ignition timing, The label will include all information concerning preliminary steps to be performed before adjusting the timing, as well as the timing specifications,
1: Locate the VECI label under the hood and read through and perform all preliminary instructions concerning ignition timing,
2: Locate the timing mark pointer plate located beside the crankshaft pulley, The 0 mark represents top dead center (TDC), The pointer plate will be marked in either one or two-degree increments and should have the
proper timing mark for your particular engine noted. If not, count back from the 0 mark the
correct number of degrees BTOC, as noted on the VECI label, and mark the plate,
3: Locate the notch on the crankshaft balancer
of pulley and mark it with chalk or a dab of paint so it will be visible under the timing light
4: With the ignition off, connect the pickup lead of the timing light to the number one spark plug wire (see illustration). Do not pierce the wire or attempt to insert a wire between the boot and the wire. Connect the timing light power leads according to the manufacturer's instructions. Note: Some engines incorporate a magnetic timing probe hole for use with special electronic timing equipment. Consult the manufacturer's instructions for proper use of this equipment.
5: Start the engine, aim the timing light at the timing mark by the crankshaft pulley and note which timing mark the notch on the pulley is lining up with (see illustration).
6: If the notch is not lining up with the correct mark, loosen the distributor hold-down bolt and rotate the distributor until the notch is lined up with the correct timing mark.
7: Retighten the hold-down bolt and recheck the timing.
8: Turn off the engine and disconnect the. timing light Reconnect the number one spark plug wire, if removed.
Chevy, Gmc, S10 Blazer, Jimmy, adjust, check, timing
Note: It is imperative that the procedures included on the Vehicle Emissions Control Information label be followed when adjusting the ignition timing, The label will include all information concerning preliminary steps to be performed before adjusting the timing, as well as the timing specifications,
1: Locate the VECI label under the hood and read through and perform all preliminary instructions concerning ignition timing,
2: Locate the timing mark pointer plate located beside the crankshaft pulley, The 0 mark represents top dead center (TDC), The pointer plate will be marked in either one or two-degree increments and should have the
proper timing mark for your particular engine noted. If not, count back from the 0 mark the
correct number of degrees BTOC, as noted on the VECI label, and mark the plate,
of pulley and mark it with chalk or a dab of paint so it will be visible under the timing light
4: With the ignition off, connect the pickup lead of the timing light to the number one spark plug wire (see illustration). Do not pierce the wire or attempt to insert a wire between the boot and the wire. Connect the timing light power leads according to the manufacturer's instructions. Note: Some engines incorporate a magnetic timing probe hole for use with special electronic timing equipment. Consult the manufacturer's instructions for proper use of this equipment.
5: Start the engine, aim the timing light at the timing mark by the crankshaft pulley and note which timing mark the notch on the pulley is lining up with (see illustration).
6: If the notch is not lining up with the correct mark, loosen the distributor hold-down bolt and rotate the distributor until the notch is lined up with the correct timing mark.
7: Retighten the hold-down bolt and recheck the timing.
8: Turn off the engine and disconnect the. timing light Reconnect the number one spark plug wire, if removed.
Chevy, Gmc, S10 Blazer, Jimmy, adjust, check, timing
Chevy, Gmc, S10 Blazer, Jimmy, how to replace spark plug, gap
Chevy, Gmc, S10 Blazer, Jimmy, how to replace spark plug, gap. Step by step guide with pictures.
1 The spark plugs are located on each side of V6 engines and on the left (driver's) side of four-cylinder engines. They may or may not be easily accessible for removal. If the vehicle is equipped with air-conditioning or power steering, some of the plugs may be tricky to remove. Special extension or swivel
tools may be necessary. Make a survey under the hood to determine if special tools will be needed.
3 The best approach when replacing the spark plugs is to purchase the new ones in advance, adjust them to the proper gap and replace them one at a time. When buying the new spark plugs, be sure to obtain the correct plug type for your particular engine. This
4 Allow the engine to cool completely before attempting to remove any of the plugs. While you're waiting for the engine to cool, check the new plugs for defects and adjust the gaps.
7: If compressed air is available, use it to blow any dirt or foreign material away from the spark plug hole. A common bicycle pump will also work. The idea here is to eliminate the possibility of debris falling into the cylinder as the spark plug is removed.
8: Place the spark plug socket over the plug and remove it from the engine by turning it in a counterclockwise direction.
9: Cornpare the spark plug to those shown in the photos on the inside back cover of this manual to get an indication of the general running condition of the engine.
10: Thread one of the new plugs into the hole until you can no longer turn it with your fingers, then tighten it with a torque wrench (if available) or the ratchet. It might be a good idea to slip a short length of rubber hose over the end of the plug to use as a tool to thread it into place (see illustration). The hose will grip the plug well enough to turn it, but will start to slip if the plug begins to cross-thread. in the hole - this will prevent damaged
threads and the accompanying repair costs.
11 Before pushing the spark plug wire onto the end of the plug, inspect it following the
procedures outlined in Section 37.
12 Attach the plug wire to the new spark plug, again using a twisting motion on the boot until it's seated on the spark plug.
13 Repeat the procedure for the remaining
spark plugs, replacing them one at a time to prevent mixing up the spark plug wires.
1 The spark plugs are located on each side of V6 engines and on the left (driver's) side of four-cylinder engines. They may or may not be easily accessible for removal. If the vehicle is equipped with air-conditioning or power steering, some of the plugs may be tricky to remove. Special extension or swivel
2 In most cases, the tools necessary for spark plug replacement include a spark plug socket which fits onto a ratchet (spark plug sockets are padded inside to prevent damage to the porcelain insulators on the new plugs), various extensions and a gap gauge
to check and adjust the gaps on the new plugs (see illustration).
A special plug wire removal tool is available for separating the wire boots from the spark plugs, but it isn't absolutely necessary. A torque wrench should be used to tighten the new plugs.
3 The best approach when replacing the spark plugs is to purchase the new ones in advance, adjust them to the proper gap and replace them one at a time. When buying the new spark plugs, be sure to obtain the correct plug type for your particular engine. This
information can be found on the Vehicle Emission Control Information label located under the hood, and in the owner's manual . If differences exist between the plug specified on the emissions label and in this Chapter's Specifications or the owner's manual, assume that the emissions label is correct
4 Allow the engine to cool completely before attempting to remove any of the plugs. While you're waiting for the engine to cool, check the new plugs for defects and adjust the gaps.
5 The gap is checked by inserting the proper thickness gauge between the electrodes at the tip of the plug (see illustration).
The gap between the electrodes should be the same as the one specified on the Vehicle
6: With the engine cool, remove the spark plug wire from one spark plug. Pull only on the boot at the end of the wire - do not pull on the wire. A plug wire removal tool should be used if available (see illustration).
7: If compressed air is available, use it to blow any dirt or foreign material away from the spark plug hole. A common bicycle pump will also work. The idea here is to eliminate the possibility of debris falling into the cylinder as the spark plug is removed.
8: Place the spark plug socket over the plug and remove it from the engine by turning it in a counterclockwise direction.
9: Cornpare the spark plug to those shown in the photos on the inside back cover of this manual to get an indication of the general running condition of the engine.
10: Thread one of the new plugs into the hole until you can no longer turn it with your fingers, then tighten it with a torque wrench (if available) or the ratchet. It might be a good idea to slip a short length of rubber hose over the end of the plug to use as a tool to thread it into place (see illustration). The hose will grip the plug well enough to turn it, but will start to slip if the plug begins to cross-thread. in the hole - this will prevent damaged
threads and the accompanying repair costs.
11 Before pushing the spark plug wire onto the end of the plug, inspect it following the
procedures outlined in Section 37.
12 Attach the plug wire to the new spark plug, again using a twisting motion on the boot until it's seated on the spark plug.
13 Repeat the procedure for the remaining
spark plugs, replacing them one at a time to prevent mixing up the spark plug wires.
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