Problem: The vehicle stalled only when activating the left turn signal. The customer also noticed that the left headlight was dim. The customer replaced the headlight but there was no change. The stalling problem began to get progressively worse until it happened constantly.
Problem: This vehicle came into the shop with the MIL illuminated. The tech retrieved three DTCs: P0171 – System too lean; P0170 – Fuel trim; and P2195 – HO2S Signal stuck lean B1S1. The Long Term Fuel Trim (LTFT) was reading +49% and the Rear O2 sensor was reading rich at all times.
Vehicle: 2001 Chevrolet Impala V6-3.8L, VIN K, Automatic Transmission/Transaxle
Problem: The Customer stated that it was running fine and just would not start one morning. The tech checked for spark and injector pulse — found none. There was no B+ power to the 15A fuel injection fuse, transmission solenoid fuse and A/C relay fuse from the Ignition relay. The tech substituted a good known relay – no luck.
Problem: The shop had replaced the HCU and attempted to bleed the brakes with Ford IDS scan tool and pressure bleeder. On numerous attempts, they kept getting scan tool error “06” when bleeding last wheel (Left Front Wheel).
Problem: The customer stated that, no matter how low or full the tank was or how much fuel they added, the engine would crank but not start. If they let the car sit for a few minutes, the engine would start normally and run fine. The malfunction indicator light was not illuminated.
Vehicle: 2007 Saab 9-5 (9600) L4-2.3L Turbo Automatic Transmission/Transaxle
Problem: The low-beam headlights worked fine but the high-beams did not work. The fuses were good. It appears the light switch was working because, when using the fog lights, they go out when turning on the high-beams.
This Tech Tip is based on a Technical Service Bulletin (TSB) issued by Hyundai® and covers 2010 model-year Hyundai Tucson® (LM) vehicles produced from December 15, 2009. TSBs describe known conditions or manufacturer-recommended changes in
Problem: The tech noticed that the fluid pressure switch “E” PID was reading “OFF” in all gear selections. It should read “ON” in Reverse, Neutral, 4th and 5th. It should read “OFF” in gears 1, 2, and 3. Shift solenoid “E” was being commanded “ON” and “OFF” properly at the ORN/WHT wire of the transmission connector (C175), which confirmed that either the pressure switch was bad or there was no pressure reaching the pressure switch through the valve body.
Problem: The blower motor operated with ancillary power and ground provided but the blower module was not getting a signal from the HVAC module. The tech found the following communication and voltage codes in all modules: B10E8, B11C2, B210A, B210B, B210C, B210D, B210E, B2199, B21DD and U0010.