Sep 142017
 

Ford F250

Hard Start

I have had slow start problems since I bought this truck. I thought I had it fixed a couple of times. The first time was adding fuel additive, which led me to think I just had dirty injectors. The second I changed the glow plugs and harness, but that only lasted a short time, and I think i might have moved an airbubble and just got lucky on the few good starts it had. Am I on the right track? Would air in the fuel lines cause it to hard start?


Yes. Air in the fuel lines will make it difficult to start and may even cause the engine to die.

Fuel Delivery Problems

To start and run properly, injector timing has to be accurate. A quick visual inspection will tell you if the timing marks are lined up. Refer to the vehicle manufacturer’s timing procedure if you suspect timing is off or the pump has been replaced recently. On newer diesels with electronic injection pumps or direct injection, you’ll need a scan tool to make any changes.

Any air in the fuel can also be a cause of hard starting or a no start condition. Air can make the engine die after it starts, and make restarting difficult. Air can enter the system through any break in the fuel line or via a bleedback condition.

Determine if air is the problem

To determine if air is the problem, install a clear return hose on the return side of the injection pump. Crank the engine and observe the line. Air bubbles in the fuel would tell you air is entering the inlet side of the pump. The injection pump itself is usually not the source of the air leak, so check the fuel lines and pump.

A worn or clogged pump can also make an engine hard to start. If the condition has been getting steadily worse accompanied by a loss of power, and the engine has a lot of miles on it (more than 75,000), the underlying cause may be a pump that needs to be replaced.

Before condemning the pump, though, check the fuel filters. Clogged filters can cause fuel restrictions that prevent the pump from doing its job properly. The primary water separator/fuel filter usually needs to be changed about every 30,000 to 40,000 miles, and the secondary filter about every 20,000 to 30,000 miles. Newer fuel systems with a single filter usually require service about once a year. If the filter has been neglected, chances are it may be restricted or plugged.

Source: http://www.autotap.com/techlibrary/diagnosing_light_duty_diesels.asp

Sep 132017
 

Mercury Sable

I am replacing the fuel pump on my sable and wanted to install a maintenance hatch under the back seat. On examination, I noticed fuel lines running in that area, if I accidentally nicked one of those with the grinder is that likely to explode, I am working outside.


Will gasoline explode

No. Gasoline liquid will not explode, however gasoline fumes will. And if there is fuel pressure in the lines the fuel will spray all over and will catch fire.

gasoline combined with air will explode, gasoline won’t burn without air the fumes mixed with air will explode but the gasoline will burn.

Source: WikiAnswers

Sep 132017
 

Scirocco

Noise when I’m driving

Noise when I’m driving but not at idle. I’ve been told its probably a gearbox bearing or gearbox issue. The gears change very smoothly and the car is running well except for this noise.
Is this a serious problem and expensive?? Thanks


About the only way to know for certain what it would take to repair the transmission would be to take it apart and inspect it.

Sep 132017
 

1992 Pontiac Firebird

Electrical popping sound while starting

I had a starter replaced on my 1992 Firebird. Now somethings not right. When I start my car with new starter, I hear a electrical popping sound while starting. Any ideas? I think there’s one way to install the starter, only 2 wires…what’s else could it be? Touching wires?


Loose connections and or worn wiring rubbing against the block.

 

Sep 132017
 

Hyundai Santa Fe

Fluctuating idle

Hi. I have a Hyundai Santa Fe 2009 3.3L model with a fluctuating idle, stalling issues and sometimes the engine switches off while driving, but starts up right away when restarted. Ran a scan as shown in the video below to monitor the TPS (blue line), Pedal sensor (green line), MAF (red line) and the MAP (brown line) sensors while the engine was running (beginning from idle to me depressing the accelerator up to 2,600 rpms and back down).
I noticed the MAP was highly unstable. Is that normal?
At point 318 on the horizontal axis, the engine switched off on its own, and both the TPS and MAP spiked (not sure if that’s what it’s supposed to do)!

  1. What is the relationship between the MAP and the TPS?
  2. Does the TPS determine the MAP reading or vice-versa?
  3. Can a MAP reading indicate engine compression loss?

Thanks


Seems like a vacuum leak to me. Were there any check engine light codes?

Sep 122017
 

2011 Chevy Equinox

Looses oil

This auto looses oil. Where I don’t know where none on driveway or garage floor. It makes a diesel sound when accelerating, when its low on oil, check oil level and its down, put in a quart oil and runs great for a while,and I do put in Dexos 5w30


You have two things going on. The diesel sound when accelerating can be cured by using high octane fuel. If you already are, switch stations the next time it needs filled up and use the highest octane they have.

As for the oil consumption. The engine is burning it internally if there are no signs of external leaks.

TSB UPDATE

May 22, 2016 — Owners of 2011 Chevrolet Equinox and 2011 GMC Terrain SUVs who have complained about excessive oil consumption problems may receive help from General Motors based on technical service bulletin (TSB) 15285C.

Owners of the SUVs say their vehicles consume oil at excessively rapid rates and cause constant refills and repairs. The 2011 Chevy Equinox and GMC Terrain SUVs are equipped with 2.4-liter gas engines, vehicles that have come under previous service bulletins for the same oil consumption issues.

GM describes excessive oil consumption as a vehicle that uses a quart of oil every 2,000 miles or less and blames the problem on wearing of the piston rings.

However, other owners have complained about the results of those expensive engine repairs.

What Consumers Say

“According to invoice replaced 1 Piston, gasket and chain! It now runs worse then before! Idles at 500 rpm.” – 2011 Chevrolet Equinox owner / El Paso, Texas

Chevy and GMC dealers were told in previous technical service bulletins to install updated engine control module calibration and perform an oil consumption test. This time dealers are told to diagnose the problem and replace the pistons.

General Motors says repairs will be made free of charge based on warranty coverage extended to 7.5 years or 120,000 miles, whichever comes first. The coverage begins from the date of sale of the SUV.

If you own a 2011 GMC Terrain or Chevy Equinox and experience excessive oil consumption, contact your local dealership and ask about TSB 15285C.

Source: http://www.carcomplaints.com/news/2016/chevy-equinox-gmc-terrain-oil-consumption-bulletin.shtml

Sep 122017
 

2004 Ford Explorer

I have replaced the fuel pump and fuel drive module. The car runs good at idle speed but lugs down on acceleration and has no power. What else could it be? It is a 2004 Ford Explorer 4.6l Eddie Bauer edition.


If there are any check engine light codes that would be the place to start. Have a fuel pressure gauge? You can attach it and see if the fuel pressure drops on acceleration. If that checks out, move on to the fuel pressure sensor(fuel pressure regulator).

Fuel Charging and Controls

The fuel charging controls consist of the following:

  • fuel injection supply manifold
  • electronic throttle body
  • The fuel injectors
  • fuel pressure and temperature sensor
  • fuel pulse damper

The fuel injection supply manifold:

  • delivers fuel to the individual fuel injectors.
  • receives fuel from the fuel supply line.

The electronic throttle body:

  • controls air supply to the upper intake manifold by electronically positioning the throttle plate.
  • is not adjustable.
  • cannot be cleaned.
  • is serviced as a complete assembly only.

The fuel injectors:

  • are electrically operated by the powertrain control module (PCM).
  • atomize the fuel as the fuel is delivered.
  • are deposit-resistant.
  • each have an internal solenoid that opens a needle valve to inject fuel into the lower intake manifold.

The fuel pressure and temperature sensor:

  • measures the pressure and temperature of the fuel in the fuel supply manifold and sends these signals to the PCM.
  • uses intake manifold vacuum as a pressure reference.

The fuel pulse damper:

  • reduces fuel system noise caused by the pulsing of the fuel injectors.

Fuel pressure sensor replacement

2004-ford-explorer-fuel-pressure-and-temperature-sensor-removal-and-installation
Sep 122017
 

2006 Ford Taurus

Code P0353 and Code P1000

Here’s what I have so far from chasing the rabbit down the hole…

  • New Autolite Platinum plugs gapped .042
  • <2000 miles on Duralast plug wires
  • New BWD ignition coil pack (twice)
  • Installed New cats y-pipe with 3rd (Unmonitored) deleted
  • New Bank 2 Sen 1&2 O2 sensors
  • New Heated PCV
  • Vacuum runs 19-21.4 at idle. Drops to 0.5-1.0 on take off then to around 12 to maintain on flat ground.
  • Idle in park fluctuates between 650-750rpm
  • Replaced vacuum line & coupler on the backside of the air intake tube behind the MAF.
  • Ran the smoke/propane/water mist tests, no leaks
  • Barely gets up a small hill going 20 with about 50% throttle. All the while stuttering like it has a bad plug
  • Alt & Batt tested good
  • Belt and tensioner good

Shows codes P0353(intermittently) & P1000 (constant, no CEL)


The P1000 is showing up because the vehicle has not under gone the drive cycle required after all codes are cleared. This is normal when working on clearing codes and testing. Once you have repaired the Code P0353 the drive cycle procedure can be performed to remove the Code P1000. This helps to prevent drivers from trying to game the system by just clearing the codes before an emissions test. I have added the drive cycle information below.

Review the possible causes for code P0353. Use this information to assist in diagnosing the problem.

Ford Code P0353


DTC Code: P0355
Description: Ignition Coil C Primary/Secondary Circuit Malfunction
Probable Causes:
  1. Connector terminal contact is damaged or corroded
  2. Wire harness – Check harness for correct voltage, open, short to ground or short to voltage
  3. Update control unit software – Check for the latest control unit update
  4. Powertrain or Engine Control Module faulty
  5. Ignition system – Ignition module, coil, spark plugs and wires

 

Ford Code P1000


DTC Code: P1000
Description: OBD II Monitor Test/Drive Cycle Not Complete
Probable Causes:
  1. Battery voltage low

Evaporative Emission Repair Verification Drive Cycle

Special Tool(s)

Worldwide Diagnostic System (WDS)

Vehicle Communication Module (VCM) with appropriate adapters, or equivalent diagnostic scan tool

Drive Cycle Recommendations

NOTE: The following procedure is designed to execute and complete the evaporative emission repair verification drive cycle and to clear the Ford P1000, inspection and maintenance (I/M) readiness code. When the ambient air temperature is below 4.4°C (40°F) or above 37.8°C (100°F), or the altitude is above 2,438 meters (8,000 feet), the EVAP monitor will not run. If the P1000 must be cleared in these conditions, the powertrain control module (PCM) must detect them once (twice on some applications) before the EVAP monitor can be bypassed and the P1000 cleared. The EVAP bypassing procedure is described in the following drive cycle.
1. Most OBD II monitors will complete more readily using a steady foot driving style during cruise or acceleration modes. Operating the throttle in a smooth fashion will minimize the time necessary for monitor completion.
2. Fuel tank level should be between 1/2 and 3/4 full with 3/4 full being the most desirable.
3. The evaporative monitor can only operate during the first 30 minutes of engine operation. When executing the procedure for this monitor, stay in part throttle mode and drive in a smooth fashion to minimize fuel slosh.

Drive Cycle Preparation

NOTE: For best results, follow each of the following steps as accurately as possible.

4. NOTE: This step bypasses the engine soak timer and resets OBD II monitor status.
Install the diagnostic tool. Turn the key ON with the engine OFF. Cycle the key OFF, then ON. Select the appropriate vehicle and engine qualifier. Clear all diagnostic trouble codes (DTCs) and carry out a PCM reset.
5. Begin to monitor the following PIDs: ECT, EVAPDC, FLI (if available) and TP MODE. Press Diagnostic Data Link, PCM, PID/Data monitor and record, press trigger to select each PID, then start.
6. Start the engine without returning the key to the OFF position.

Preparation for Monitor Entry

WARNING: Strict observance of posted speed limits and attention to driving conditions are mandatory when proceeding through the following drive cycle.

7. NOTE: This step allows engine warm-up and provides intake air temperature (IAT) input to the PCM.
Idle the vehicle for 15 seconds. Drive at 64 km/h (40 mph) until the engine coolant temperature (ECT) is at least 76.7°C (170°F).
8. Is IAT above 4.4°C (40°F) and below 37.8°C (100°F)? If not, continue with the following steps but note that the EVAP Monitor Bypass portion of the drive cycle (Step 13) will be required to bypass the EVAP monitor and clear the P1000.

9. NOTE: This step executes the heated oxygen sensor (HO2S) monitor.
Cruise at 64 km/h (40 mph) for 60 seconds.

10. This executes the EVAP monitor if IAT is above 4.4°C (40°F) and below 37.8°C (100°F).

NOTE: To initiate the monitor, TP MODE should equal PT, EVAPDC must be greater than 75 percent, and FLI must be between 15 and 85 percent.

NOTE: Avoid sharp turns and hills.
Cruise at 72 to 104 km/h (45 to 65 mph) for 10 minutes.

11. NOTE: This step executes the ISC portion of the Secondary Air/CCM.
Bring the vehicle to a stop. Idle with the transmission in DRIVE (for automatic transmission) or NEUTRAL (for manual transmission) for 2 minutes.

Pending Code and EVAP Monitor Bypass Check

12. NOTE: This determines if a pending code is preventing the clearing of Code P1000.

NOTE: If the EVAP monitor is not complete and IAT was below 4.4°C (40°F) or above 37.8°C (100°F) temperature range in Step 8, or the altitude is above 2,438 meters (8,000 feet), the EVAP Monitor Bypass (Step 13) must be carried out.
Using the diagnostic tool, check for pending codes. Conduct normal repair procedures for any pending code concerns. Rerun any incomplete monitor.

EVAP Monitor Bypass

13. NOTE: This allows the bypass counter to increment to 2.

NOTE: Do not repeat Step 4.
Park the vehicle for a minimum of 8 hours. Repeat Steps 5 through 12.

Sep 112017
 

2004 Hyundai Tiburon

Won’t go in drive when fuse replaced for signal lights when fuse taken out car goes in drive. Has to pass inspection to get tags please help


Seems odd that you would know just what fuse to take out. My guess would be there has been some aftermarket radio or gadget installed improperly. If this is not the case and the fuse was being replaced because it was blown, then you need to fix what ever caused the fuse to blow in the first place. I will provide you with a wiring diagram to help assist you with just that.

Turn signal wiring diagram

2004-hyundai-tiburon-exterior-lights-exterior-lamps-circuit-1-of-1