ALLDATA tech tips
Vehicle: 2007 Hyundai Elantra, L4-2.0L, Automatic Transmission
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.
Vehicle: 2006 Mercury Truck Mariner 4WD L4-2.3L VIN H Hybrid Automatic Transmission/Transaxle
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).
Vehicle: 2006 Cadillac CTS V6-3.6L VIN 7, Automatic Transmission
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 procedures and processes.
Vehicle: 2003 Chevy K 2500, 4WD 6.6L Turbo Diesel, VIN 1, Automatic Transmission/Transaxle
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.
Vehicle: 2011 Chevy Express 3500 6.6L Turbo Diesel, Automatic Transmission/Transaxle
Problem: The truck had a diagnostic trouble code, P20EE (NOx catalyst efficiency below threshold), and no other symptoms. The diesel exhaust fluid (DEF) had not become contaminated.
Vehicle: 2012 Dodge Charger RWD V6-3.6L Automatic Transmission/Transaxle (Police model)
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.
Vehicle: 2007 Land Rover LR3 (LA) V8-4.4L Automatic Transmission/Transaxle
Problem: After replacing the battery, the customer noticed the rear suspension was lower than normal. The tech retrieved a DTC C1131 – Air Spring Air Supply code from the Suspension Module.
Did you hear the one about the vehicle that collided with a collision shop? No joke… It really happened in Texas in early 2014. An SUV demolished a collision shop’s wall and ended up on its roof inside a storage area. No word on whether or not that particular shop was selected for the repair.
Most vehicles probably do not enter your shop in such a dramatic fashion. But what IS dramatic is the way vehicles are being constructed these days. Cars and trucks built with new materials – advanced steels, aluminum, carbon fiber, and plastics have replaced those heavyweight steel models that used to rule the roads.
Vehicle: 1997 Ford Truck Ranger, 2WD, V6-3.0L, VIN U, Automatic Transmission/Transaxle
Problem: Truck had DTCs P0135, P0141 & P0155. The vehicle ran well but the customer’s concerns were the MIL was on and there had been a noticeable drop in fuel economy.
Vehicle: 2001 Pontiac Grand Prix, V6-3.8L, VIN K, Automatic Transmission/Transaxle
Problem: This vehicle came into the shop with DTC P0404, which sets again immediately after clearing the code. The customer noticed the engine stumbles on mild acceleration.
Vehicle: 2008 Ford F 150, 4WD, V8-5.4L Flex Fuel, Automatic Transmission/Transaxle
Problem: The fuel gauge does not read the correct fuel level. DTCs B1201 and P0463 are set. The tech checked the wiring between the sending unit and instrument cluster and found no problems. The fuel gauge sending unit was replaced – same problem.
Vehicle: 1994 Ford Truck Ranger, 4WD, V6-245 4.0L, Automatic Transmission/Transaxle
Problem: The cruise control will not hold a steady speed and the throttle pedal is visibly moving up and down. The truck runs smooth when not in cruise control. No DTCs.
Vehicle: 2006 Dodge Ram 1500, 4WD, V8-5.7L, VIN 2, Automatic Transmission/Transaxle
Problem: Vehicle had DTC faults: P0335 for crankshaft position sensor, P0642 for sensor reference voltage 1 circuit low and P2122 for APP sensor circuit. The engine also lacked power.
Vehicle: 2006 Mini Cooper S, L4-1.6L SC, Automatic Transmission/Transaxle
Problem: Vehicle had DTC P1688 (Electronic throttle control monitor level 2/3; mass air flow calculation) and low power. We found that an intake duct clamp was loose so we cleaned the throttle body and refitted the boot and tightened the clamp – no change. One of the techs found a TSB addressing the P1688 DTC, which said not to replace the DME control module without further testing of the supercharger bypass valve. The valve was good, but the TSB prompted further diagnosis.
Vehicle: 2006 Nissan-Datsun® Sentra®, L4-1.8L (QG18DE), Automatic Transmission/Transaxle
Problem: The idle speed is consistently too high. The tech found poor connections at throttle body and repaired connector. After reconnecting throttle, the idle was still high.
We have recently noticed an increase in oil pressure switch-related problems with late model Honda® vehicles. Two switches that seem to be consistently problematic are the rocker arm oil pressure switch and the engine oil pressure switch. Each exhibits its own unique symptoms, but the fix is the same for both – replace them.
By ALLDATA Staff
“I hear a noise!” That’s a customer complaint that might encourage you to suddenly take a long lunch. But before you run off for a BLT, check a TSB! Conditions, such as random noises, are often already known by the manufacturer, and a solution may be available. TSBs (technical service bulletins) are just a few clicks away when you subscribe to OEM repair information.
By The ALLDATA Staff
Diagnosing an unfamiliar condition without OEM information can take time and cost your customers money. You may save both time and money by first consulting a vehicle manufacturer’s technical service bulletins (TSBs). When a fix for a known issue is already published, it’s a win-win for everyone. Here’s an excerpt from a TSB issued by Chrysler dealing with a steering problem on certain 2009 Chrysler® and Dodge® vehicles.
It can be scary when your steering system makes unexpected noises. Drivers might be concerned about steering failure, and about getting up close and personal with an immovable object. Steering failure is right up there with brake failure when it comes to registering fear while driving.
A noisy steering scenario exists with certain Toyota® vehicles. Toyota knows about it and has issued the following technical service bulletin (TSB) to identify and correct the problem. If you see a vehicle with this condition in your shop, follow the procedures in this TSB:
The collision industry amazes me. Mostly in a good way. Today’s rapidly changing technologies keep things interesting. New materials, such as ultra high strength steel, plastics, composites and other materials offer up challenges we didn’t have to deal with in “the good old days.”
But perhaps the most challenging aspect of repairing newer vehicles remains the ever-increasing use of electronic systems. We no longer see “cars” in the shop, we see rolling computers.
Mike is a great guy who runs a collision repair facility in Joliet, Illinois. We’ve always had a good relationship and he never holds back when we talk. Good or bad, you’ll get exactly what you asked for – complete honesty.
Mike had only been using OEM repair information for a couple of weeks, so I called him looking for some feedback. I was not expecting to hear what he told me. I specifically asked him how he was doing using OEM repair information in his shop’s workflow. Mike told me that in the short time he had been using factory information, it had already saved his shop from having a serious delivery issue. And Mike has always taken pride in delivering vehicles to their owners on time.
Some Mazda® B-2500® drivers may complain of a high idle in vehicles with a manual transmission. This may be caused by a poor electrical connection at the wire harness to the throttle position sensor (TPS). A service kit is available to resolve this concern. Correct the condition by following the steps in this Tech Tip.
All 1998-2000 Mazda B-2500 Trucks with manual transmission
One Friday, I stopped into a friend's shop to discuss going over to Serino’s Deli® for lunch. Instead, Mike drags me into the shop. I was hungry and I'm thinking this better be some exotic car if Mike is jeopardizing our ability to get a table at the deli.
The car is a 2009 Chevrolet® Malibu®. Not exactly exotic. Mike tells me, "The front fender was damaged and no one was in the car." The problem is that the air bag light is coming on intermittently. Mike has already spent four hours diagnosing the issue and they can't deliver the car with the light on. Did I mention it was Friday?
Our lunch plans were now in serious jeopardy.
Radar – really? If you haven’t seen it in a crunched car yet, you are probably overdue. Vehicles utilizing this technology invented for ships and planes are now rolling (or being towed) into shops as a result of collisions. To repair these vehicles efficiently and profitably, you need to understand the specific nuances of each manufacturers’ advanced systems for collision avoidance, adaptive cruise control and parking assist.
As with any new system that proves successful, radar technology is sure to become widespread throughout the industry. The safety and convenience factors are simply too great. The National Transportation Safety Board already recommends that all new cars include collision avoidance and adaptive cruise control systems.
A new car is in the shop, and the front end looks like it ran into a tree. Turns out it did! So what's it going to take to get it back on the road? Well, it starts with you, the estimator. As an estimator, you need experience, good judgment, diplomatic skills and accurate information.
As far as experience, judgment and diplomacy go, you either have them or you don't. We can't really help you there. But when it comes to information, that's a different story. Today, every model year brings innovations: materials technology, electronic systems, finishes, vehicle drivetrains, steering and suspension, etc.
In Part 1 of this Tech Tip, we discussed how accurate and timely OE collision repair information can help production managers:
- Improve vehicle throughput to ensure on-time vehicle delivery.
- Accelerate technician efficiencies and production.
- Reduce outsourcing of repairs.
- Simplify repairs on complex, technically challenging vehicles.