I am called to a shop this day for a problem with a 1997 Chrysler Sebring with a 2.5 liter V-6 motor. The shop owner explains to me that this vehicle has been all over the place. Lots of replacement parts. It runs real poor. So poor that the catalytic converter glows red after only a few moments of operation. The shop owner has had enough of this car. He has spent a considerable amount of time and resources on it. The vehicle sets Cam/Crank error codes as well. It has had multiple crank sensors. After listening to the shop owner and hearing the vehicle run. I am pretty sure we have some cam and crank relationship issue. I have been down the road with these vehicles before. There are many things that can go wrong from improper timing belt replacement, broken camshaft dowel pins, worn crankshaft gears, wrong or damaged flywheels, wrong year PCM with wrong flywheel with wrong camshaft sprocket, etc. The first thing I do is scope camshaft sensor and crankshaft sensor to look at the signals and more importantly the relationship between the two.
A couple of days later he calls me. He goes on to tell me that the vehicles crankshaft sensor he removed had obvious contact damage. The new OE sensor fixed the car and the car runs well. I was happy for him.
The next Chrysler is a 1995 Chrysler Cirrus with a 2.5 liter V-6 motor. It is a crank no start. Also, the shop owner says it has no scantool communication. I crank the car over. It has a nice even cranking sound. I hook up my scantool and I indeed have communication. This is one of those vehicles that have the familiar OBD2 data link connector but are really not true blue OBD2. We used to call these cars OBD one and a half on the techline. I check certain key parameters on the scanner such as map voltage, vehicle theft status, and cranking inj pulse. All look good. I check spark quality and scope ASD (Automatic Shutdown) relay voltage and injector pulse right at an injector. I have great spark, good ASD voltage cranking, and proper injector pattern. What gives? I spritz a little carb spray into the throttle body and car cranks starts and stalls. I break out the propane and can run the car. Ok, I know I have no fuel. Hooking a fuel pressure gauge up on this vehicle is a pain in the a$#. So, I use ATM (Actuator Test Mode) to actuate the fuel pump relay. I hear the relay click but no fuel pump operation. I remove the relay to jump out and look at the pattern with my low amp probe.
Wednesday, August 17, 2011
1920 Bugatti T22
(A4 Watercolour on Bristol Board)
If you read The Automobile (http://www.theautomobile.co.uk/) you may have spotted that I was mentioned in the write up for Pre War Prescott. If you have not seen the article click on the image below.
Thanks to Peter McFadyen (http://www.petermcfadyen.co.uk/) for the article.
More info on Pre War Prescott can be found here:
Sunday, August 14, 2011
Well, I have now had the Ottotest for close to 6 months now. It has disappointed me more times than not. It is billed as an OE level tool. It does not even come close. The latest disappointment was a 1999 Hyundai Tiberon. The Ottotest didn't even have a menu for this car either using the vehicle or the VIN number. The tablet battery life is extremely short and it seems to struggle with the Nissan/Infiniti platform. There have been numerous updates. These updates typically are for 2010 model year coverage. I feel the tool and it's owners would be better served if they would concentrate on increasing the capabilities of the scanner on 2000-2008 model year vehicles. Case in point would be Ford automated evaporative test. Something, the Ford IDS scantool does that the Ottotest does not. I feel the tool is improving but it is at a snails pace. The typical updates always lists "client requested enhancements". Well tell me in detail what the enhancement is! I do use it more and more. I was recently checking an Infiniti I-30 for a shop and was showing him the graphing capabilities the Ottotest provides. The shop owner definitely liked what he was seeing. The Ottotest does do an excellent job of graphing. The speed of the tool needs to be increased tremendously. In the real world speed of a scanner from boot up to diagnosing is paramount. We technicians are not a patient group. I will keep you posted.