2000-2003 Ford Taurus Idle Air Control (IAC) Valve Diagnostics Service Tips
Some vehicles, may exhibit drivability conditions. These may include: • No start • Difficult to start • Stall • Low idle • Rough idle • High idle • Hesitation/surge while accelerating or at steady speed
These conditions may be intermittent with no Diagnostic Trouble Codes (DTC) and no Malfunction Indicator Lamp (MIL). In some cases DTC and MIL may be evident.
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2008-Up H2 Hummer High Idle Controller HIC875 Installation
Refer to the wiring diagram on the following pages 1. Disconnect the connector going into the accelerator pedal. Plug the male connector of the HIC875 into the accelerator pedal socket. Plug the vehicle’s accelerator pedal connector into the female connector of the HIC875. IMPORTANT!!!! Route the power wires (RED and BLACK ) away from the accelerator pedal wire harness. The wires should not come in contact with the harness. Do not zip tie any wires to the accelerator pedal wire harness. This might cause an unstable RPM level when the high idle is activated. Connect the RED wire from the HIC875 to 12V ignition on single alternator systems. On models with a built in voltage monitor Read more
Volkswagen Cabriolet How-to Adjusting CIS Air/Fuel Mixture & Idle
Start with a complete tune up (if not recently conducted):
• Replace ignition components: spark plugs, cap, rotor, wires (use Bosch ignition parts and use only W7DC or W7DTC plugs)
• Replace air and fuel filters
• Replace injector seals and idle screw O-ring
• Tighten the injector holders; replace the injector holders if needed
• Check for vacuum leaks using carburetor cleaner (spray around hoses, gaskets, injector O-rings); if idle goes up,
leak found (replace faulty part — use a bit of RTV when replacing gaskets)
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Ford Engine Misfire Or Rough Running Coil On Plug (COP) Ignition Systems
This article supersedes TSB 03-14-04 to update the vehicle applications and model years. ISSUE Approximately 50% of coil on plug (COP) coils returned for warranty do not have a problem. ACTION The misfiring cylinder must be identified through Self-Test misfire codes or through WDS Power Balance. Rule out base engine problems, rule out fuel problems, and then look at ignition problems (be sure to rule out coil primary circuit issues). Once the above steps have been completed, and the issue is in the secondary part of the ignition system, the oscilloscope procedure outlined in this TSB can isolate the difference between a coil or spark plug problem.
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2010 Toyota Prius-6063 Hybrid BOT Battery Test Results
Test results for the beginning-of-testing battery testing are provided herein. Battery test results include those from the Static Capacity Test and the Hybrid Pulse Power Characterization (HPPC) Test1.
Static Capacity Test Results
Static capacity test results are summarized in the fact sheet. The test was perfomed on July 15, 2009 with a vehicle odometer reading of 93 miles. The measured average C/1-rate capacity was 6.09 Ah compared with the manufacturer’s rated capacity of 6.5 Ah. The measured average energy capacity was 1310 Wh. Figure 1 is a graph of battery voltage versus energy discharged. This graph illustrates the voltage values during the constant current discharge versus the cumulative energy discharged from the battery at a C/1 discharge rate.
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Thermal Evaluation of Toyota Prius Battery Pack
The Toyota Prius is a five-passenger compact sedan powered by a 52 kW gasoline engine and a 33 kW electric motor. It has a curb weight of 1254 kg. The Prius has a complex dual-mode hybrid configuration in which energy to and from the vehicle wheels can travel along several different pathways. Mechanical energy to the wheels passes through a planetary gear set that couples to the engine, electric motor, generator, and to the final drive. Power to the wheels can be provided solely by a (273.6 Volt Nickel Metal Hydride [NiMH]) battery pack through the electric motor, directly from the gasoline engine, or from a combination of both the motor and the engine. The battery pack can be recharged directly by energy from the wheels powering the motor (regenerative braking) or from excess energy from the gasoline engine – which turns the generator.
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Subaru Impreza ABS System Problem Technical Bulletin
This technical bulletin deals with common problems encountered on various manufacturers’ vehicles by the helpline staff over the last few months. These faults have been re -occurring during this time, and the following topics detail the faults and where possible the solutions to the problems.
Fault: ABS warning light constantly “ON” with no ABS operation. Callers often remark that they are unable to communicate with the ABS ECM even though using suitable diagnostic equipment.
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Peugeot 206 – Central Door Locking Problem
Fault: Central door locking faults including the Central door locking system not operating on one or more doors and the Central door locking system intermittently locking and then immediately unlocking.
Cause: Repeated problems of Central Door Locking (CDL) failure have been traced to water ingress into the harness plug connection to the CDL unit within the door, causing bad corrosion to the terminals. The central locking motor / switch and lock assembly are all encapsulated within one unit, and individual components cannot be renewed separately. It is not possible to diagnose CDL faults by disconnecting solenoids / switches etc because the Built in Systems Interface (BSI) control module logs a fault. Until the fault is rectified the CDL will unlock instantly.
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2002 Toyota Tacoma Idle Control System Malfunction Engine Diagnostics
The rotary solenoid type IAC valve is located in front of the intake air chamber and intake air bypassing the throttle valve is directed to the IAC valve through a passage. In this way, the intake air volume bypassing the throttle valve is regulated, controlling the engine speed. The ECM operates only the IAC valve to perform idle–up and provide feedback for the target idling speed.
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1998 Isuzu Truck Rodeo LS 2WD V6-3.2L Exhaust Gas Recirculation Inspection
Circuit Description
A properly operating exhaust gas recirculation (EGR) system will directly affect the
air/fuel requirements of the Engine. Since the exhaust gas introduced into the air fuel
mixture is an inert gas (contains very little or no oxygen), less fuel is required to maintain
a correct air/fuel ratio.
Introducing exhaust gas into the combustion chamber lowers combustion temperatures
and reduces the formation of oxides of nitrogen (NOx) in the exhaust gas. Lower
combustion temperatures also prevent detonation.
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