Oct 232017
 

2006 Ford Taurus

I have been throwing parts at this car trying to fix it. It started with multiple check engine codes P0300 and a few more P03XX ones I cannot remember. But they all had to do with misfire. I replaced the plugs and the coil pack. While replacing the plugs, #5 cylinders plug was missing the tip of the plug so I know it was not firing. After replacing the parts it ran great but code P0300 came back. Checked for vacuum leaks, tested all the injectors and found one that may have been weak. Then I replaced the upper intake manifold and all the injectors along with the EGR Valve, Mass Air Flow, EGR Vacuum Solenoid, and the Cam Sensor. I figured I would have got it with all that but nope.

I now get P0402 and still P0300 so now I am thinking I will go ahead and replace the Camshaft Synchronizer and the crank sensor. Not sure what else I could be missing but I am willing to try anything at this point. If anyone has any other ideas, I am going to pull the plugs and recheck them along with the plug wires. I have rechecked the wiring positions and they are in the correct order.


In my experience with code P0402 you will need to replace 3 components. The EGR, EGR Regulator and DPF (Differential Pressure Feedback) EGR valves. You will also want to remove the valve tubes and make sure all are clean and clear of obstruction. Do the same for the ports they connect to. As for the Po300 misfire code should clear up once you take care of the EGR issues.

Exhaust Gas Recirculation (EGR) System Components — Exploded View

EGR compnent location diagram 2006 Ford Taurus

Item Part Number Description
1 14A464 Exhaust gas recirculation (EGR) vacuum regulator valve electrical connector
2 N620479 EGR vacuum regulator valve nuts (2 required)
3 9J489C EGR vacuum regulator valve
4 Vacuum tube connector-to-EGR vacuum regulator valve (part of 9E498)
5 9E498 EGR vacuum tube
6 Vacuum tube connector-to-EGR valve (part of 9E498)
7 9E444A Differential pressure feedback EGR sensor
8 14A464 Differential pressure feedback EGR sensor electrical connector
9 9D476B EGR valve gasket
10 9E444A EGR valve
11 Exhaust manifold-to-EGR valve tube fitting (part of 9D477E)
12 Exhaust manifold-to-EGR valve tube nut (part of 9D477E)
13 9D477E Exhaust manifold-to-EGR valve tube
14 W500224 EGR valve bolts (2 required)
15 9P761A Differential pressure feedback EGR sensor vacuum hoses (2 required)

Ford Code P0402

Code P0402 Description: Exhaust Gas Recirculation Flow Excessive Detected

Code P0402 Possible Causes

  1. Sensor or solenoid faulty
  2. Connector terminal contact is damaged or corroded
  3. Wire harness – Check harness for correct voltage, open, short to ground or short to voltage
  4. Update control unit software – Check for the latest control unit update
  5. Powertrain or Engine Control Module faulty
  6. Exhaust leaks or restrictions
  7. EGR components clogged, dirty or leaky
  8. EGR valve damaged/defective

 

Oct 222017
 

Chevy Equinox

My catalytic converter has melted so says the garage.


Was there a question in there? The converter typically melts internally if there is un-burnt fuel exposed to it during operation. For example, if one of the cylinders of the engine was not firing and allows the fuel to simply pass through. When this happens there is usually a rotten egg smell that accompanies the situation.

Catalytic Converter Replacement (FWD)

catalytic converter 2012 Chevy Equinox

1 Exhaust Manifold Nut (Qty: 3)

Caution: Refer to Fastener Caution.

Tighten
50 Y (37 lb ft)

2 Exhaust Muffler Nut (Qty: 2)

Tighten
40 Y (30 lb ft)

3 Catalytic Converter Bracket Clamp Nut

Tighten
50 Y (37 lb ft)

4 Exhaust Insulator Hanger
5 Seal
6 Gasket
7 Catalytic Converter

Tip: Replace with NEW gasket and seal.

Oct 212017
 

Ford Crown Victoria

The headlights do not always come on when operating the high/low switch. Sometimes they come on, however they don’t come on every time. I’d like to know if there is some part, other than the h/l switch that will cause this intermittent situation? Thank You for your knowledgeable response.


When looking at the diagram it appears the only options would be the wiring, the switch or the Lighting Control Module. If equipped with DRL (Daytime Running Lights) there is the addition of the DRL Module.

Headlights

Headlights without DRL wiring diagram

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2005-ford-crown-victoria-headlights-headlamps-circuit-w-o-drl-1-of-1

Headlights with DRL wiring diagram

2005-ford-crown-victoria-headlights-headlamps-circuit-w-drl-1-of-1
Oct 212017
 

2001 Chrysler Town and Country

Just had transmission rebuilt and the speedometer bounces when in gear. Or with foot on brake. It bounces more with lights and a/c heat blower on.


You may want to have the place that rebuilt your transmission take a second look. It would also be a good idea to have the TCM codes scanned.

ELECTRONIC PINION FACTOR

The transmission output speed signal supplies distance pulses to the powertrain control module (PCM), which are used to calculate speed and mileage. A pinion factor is stored in the transmission control module (TCM) in order to provide the appropriate distance pulses for the vehicle. The pinion factor is programmed into the TCM at the assembly plant.

Using the following steps, the pinion factor can be checked and/or reset using the DRBIII®:

  • Select Transmission system, then Miscellaneous functions, then Pinion Factor. The DRBIII® will display the current tire size.
  • If the tire size is incorrect, depress the Enter key and then select the correct size.
  • Depress the Page Back key to exit the reset procedure.

Notes About Electronic Pinion Factor Features The nature of the electronic pinion factor requires that certain features must be taken into consideration.

  • If no pinion factor is stored in an installed TCM, the vehicle speedometer will not operate, engine speed will be limited to 2300 RPM, and catalyst damage may occur.
  • Selecting a wrong FDR or tire size will cause the speedometer to be inaccurate and will also cause any speed related features to operate improperly. Note: After replacing the TCM, you must reprogram pinion factor
Oct 212017
 

2003 Pontiac Grand Prix

Water doesn’t appear to be running through hoses from heater core to radiator.


If the coolant system is low or has been recently worked on there may be an air pocket in the system. The cooling system requires a special bleeding procedure to remove all air from the system. If the system is full and bled properly then the water pump may be faulty if the heater core is not clogged.

Checking to see if the heater core is clogged would require disconnecting the hoses. Using a water hose fixed to one side and see if water flows out the other side.

There is one bleed valve on the 3800 engine. It is located on the thermostat housing.

Bleed valve coolant 2003 Pontiac Grand Prix

Cooling Cycle

Coolant flows from the radiator outlet and into the water pump inlet. Some coolant flows from the water pump, to the heater core, then back to the water pump. This provides the passenger compartment with heat and defrost capability as the coolant warms up.

Coolant also flows from the water pump outlet and into the engine block. In the engine block, the coolant circulates through the water jackets surrounding the cylinders where it absorbs heat.

The coolant then flows through the cylinder head gasket openings and into the cylinder heads. In the cylinder heads, the coolant flows through the water jackets surrounding the combustion chambers and valve seats, where it absorbs additional heat.

Coolant is also directed to the throttle body. There it circulates through passages in the casting. During initial start up, the coolant assists in warming the throttle body.

From the cylinder heads, the coolant flows to the thermostat. The flow of coolant will either be stopped at the thermostat until the engine reaches normal operating temperature, or it will flow through the thermostat and into the radiator where it is cooled. At this point, the coolant flow cycle is completed.

Efficient operation of the cooling system requires proper functioning of all cooling system components. The cooling system consists of the following components.

Water Pump

The water pump is a centrifugal vane impeller type pump. The pump consists of a housing with coolant inlet and outlet passages and an impeller. The impeller is mounted on the pump shaft and consists of a series of flat or curved blades or vanes on a flat plate. When the impeller rotates, the coolant between the vanes is thrown outward by centrifugal force.

The impeller shaft is supported by one or more sealed bearings. The sealed bearings never need to be lubricated. Grease cannot leak out, dirt and water cannot get in as long as the seal is not damaged or worn.

The purpose of the water pump is to circulate coolant throughout the cooling system. The water pump is driven by the crankshaft via the drive belt.

Oct 202017
 

2005 Honda Accord

Car runs for half a mile, slows down to a halt. It still on but no matter how much gas I give it, it wont move. I turn it off for 5 minutes and then I turn it on and it runs but half mile later the cycle begins again…please help me


Going to need a little more information on this one.

  • Does the engine rev but the car does not move?
  • Engine does not rev when the gas pedal is pressed to the floor?
  • Does the engine sputter before it starts to slow to a halt?
  • Check engine light on?
Oct 202017
 

2000 Chevy Malibu

When it hasn’t been driven for a while and when its cold outside the turn signal stays on and wont flash. Once after quite a few miles and when the engine has warmed up the turn signals work properly and flash when they need to.


This Problem of the Turn Signals on your 2000 Malibu is Due to malfunction of the FLASHER RELAY
The Flasher Relay is Part of the HAZARD SWITCH. Located on the instrument cluster BEZEL.

Shop Automotive
The GM part Number is : 22594146

The Best Place for the Flasher Relay COST is aprox. $ 26.00

Source: Fixya.com

Oct 202017
 

Chevy Aveo

My air conditioning quit. The compressor spins, I checked Freon its fine. I put the gauges on it and it read 55psi low side, 100psi high side. Replaced expansion valve and recharged. Same thing.


This is an indication of a restriction in the system. Most likely the condenser is where the restriction is. You can flush the condenser and test for restriction or replace it.

Oct 192017
 

Honda Odessy

I have a 2006 Honda Odyssey EX-L. i-vtec VCM. It started running badly, very rough, would die in gear at idle. Had code P2647 VCM system stuck ON. I removed and clean the VTEC Spool Valve, EOP Switch and VTEC Solenoid. Reinstalled and cleared the code. The code did not come back but now I get misfires on all cylinders. I checked the timing belt to see if it slipped but it hadn’t. I replaced the timing belt while I was that far. Back together but still get pretty equal misfires on all cylinders.
I performed a leak down test on all cylinders. Cylinders 4, 5 &6 are all less than 10%. Cylinders 1, 2 &3 are at 80% loss on all cylinders. This is the head designed to shut down cylinders. There’s air through the exhaust and also air coming from the valve cover PCV connections.


It has been my experience in the past, that when our shop replaced just the switch it never repaired the vehicle but when we replaced the whole vtec assembly it would. This is especially true when there is any amount of sludge in the motor which is common on these engines.

I’m still a believer though that the valve assemblies themselves are sludging up causing the pressure switch to read incorrectly. Everyone that I’ve replaced has been sludged in the valve and the screen filter in the gasket.

Honda Code P2647 – Rocker Arm Oil Pressure Switch Circuit High Voltage

Code P2647 Possible causes
  • Check engine oil level, oil condition and pressure
  • Faulty Variable Valve Timing and Lift Electronic Control (VTEC) / Rocker Arm Oil Pressure Switch
  • VTEC/Rocker Arm Oil Pressure Switch harness is open or shorted
  • VTEC/Rocker Arm Oil Pressure Switch circuit poor electrical connection

 

Code P2647 Description

The VTEC system activates the rocker arm oil control solenoid (VTEC solenoid valve) by command from the engine control module (ECM)/powertrain control module (PCM), and it charges/discharges the hydraulic circuit of the VTEC mechanism that switches valve timing between Low and High. The ECM/PCM monitors oil pressure in the hydraulic circuit of the VTEC mechanism using the rocker arm oil pressure switch (VTEC oil pressure switch) downstream of the rocker arm oil control solenoid (VTEC solenoid valve). If there is a difference between the oil pressure condition in the hydraulic circuit that is determined by the ECM/PCM command and the oil pressure condition that is determined by the status of the rocker arm oil pressure switch (VTEC oil pressure switch), the system is considered faulty, and a DTC is stored.

Source: Team Leader Tech