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,
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
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.