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what kind of problems where you having that caused the ecu to be replaced? you may have changed a good ecu woth a bad one, or one that isn’t programed for your vehicle. also did you change the prom from the old ecu into the new? keep posting and we will talk you through this. Good luck
unless there is a visable leak, or coolant getting into the engine,there would be no benefit to changing the head gasket. at the very least, I would perform a combustion test on the cooling system. before changing it. a tester with the proper chemicals to test with may cost twenty bucks or so. however it would be money well spent before i would change a head gasket.
unless there is a visable leak, or coolant getting into the engine,there would be no benefit to changing the head gasket. at the very least, I would perform a combustion test on the cooling system. before changing it. a tester with the proper chemicals to test with may cost twenty bucks or so. however it would be money well spent before i would change a head gasket.
Give us some engine information, also do you have a dvom? if you do I will talk you through a test to check the O2 sensor to see if its is working properly.
Give us some engine information, also do you have a dvom? if you do I will talk you through a test to check the O2 sensor to see if its is working properly.
O2 sesnor bank one has to do with fuel control. if you have a scan tool that show live data, look at the short term fuel trim along with that particular O2sensor. the lower the O2 numbers the higher the short term fuel trim numbers will be.
If your meter want show live data, another test you can use to see if the O2 sensor is working and working properly, take a dvom ( digital volt ohm meter), turn the scale on dc voltage down to the lowest scale that will show at least one volt. take the black lead and attach to a good ground, then take the red lead and back probe the Bank one O2 Sensor connnector signal wire. once your connections are completed, start your engine, and observe the readout. your readings once the engine is warm should be switching from .1-1. this is mila volts. what you are reading is 100 mila volts to 1 full volt. as you observe the screen on the meter, and if it is switching, besure it is going above and below .5 mila volts. if it is not changing, then create a vacumm leak and see if this will cause it to change to below .5mv. if it won’t change close the vacumm leak,that means the sensor cannot recognize a lean condition,next you can take a propane bottle and attach a small tube to it and introduce a small amount of propane into the intake and that should cause the reading to go high. if the sensor fail either or both of these test, then you should replace the sensor.
Be sure to look up the wiring diagram to besure you are on the O2 signal wire,there may be more wires in the O2 connector, they would be for and O2 heater, be sure not attach to these for this paticular test.
Also be extremely careful useing the propane.
Take your time and be sure you have everything in place before you start your engine, you should be able to get the answers you need in just a few min. after you start the testing process. let the evidence dictate what you need to do.
Keep us posted as to what is happening, and good luck.O2 sesnor bank one has to do with fuel control. if you have a scan tool that show live data, look at the short term fuel trim along with that particular O2sensor. the lower the O2 numbers the higher the short term fuel trim numbers will be.
If your meter want show live data, another test you can use to see if the O2 sensor is working and working properly, take a dvom ( digital volt ohm meter), turn the scale on dc voltage down to the lowest scale that will show at least one volt. take the black lead and attach to a good ground, then take the red lead and back probe the Bank one O2 Sensor connnector signal wire. once your connections are completed, start your engine, and observe the readout. your readings once the engine is warm should be switching from .1-1. this is mila volts. what you are reading is 100 mila volts to 1 full volt. as you observe the screen on the meter, and if it is switching, besure it is going above and below .5 mila volts. if it is not changing, then create a vacumm leak and see if this will cause it to change to below .5mv. if it won’t change close the vacumm leak,that means the sensor cannot recognize a lean condition,next you can take a propane bottle and attach a small tube to it and introduce a small amount of propane into the intake and that should cause the reading to go high. if the sensor fail either or both of these test, then you should replace the sensor.
Be sure to look up the wiring diagram to besure you are on the O2 signal wire,there may be more wires in the O2 connector, they would be for and O2 heater, be sure not attach to these for this paticular test.
Also be extremely careful useing the propane.
Take your time and be sure you have everything in place before you start your engine, you should be able to get the answers you need in just a few min. after you start the testing process. let the evidence dictate what you need to do.
Keep us posted as to what is happening, and good luck.in answer to your question, I would try to remove the tube. the ideal is to remove the carbon from the engine to keep it being pulled into the egr and becoming lodged in the egr and holding the valve open. if that should happen you will have a rough running engine. also the exhaust system is really not designed to handle carbon solids.anytime you can remove carbon solids, your engine will be better off. if you can’t remove the tube, then after cleaning, use a vacumm cleaner to pull as much of the carbon as you can out of the tube. I also recommend useing the vacumm cleaner to clean out the intake circuit after useing the cable. this will keep from carbon being pulled into the intake system.take your time, and be sure that the tube and the intake circuits are cleaned throughly.
keep us posted, and good luck.in answer to your question, I would try to remove the tube. the ideal is to remove the carbon from the engine to keep it being pulled into the egr and becoming lodged in the egr and holding the valve open. if that should happen you will have a rough running engine. also the exhaust system is really not designed to handle carbon solids.anytime you can remove carbon solids, your engine will be better off. if you can’t remove the tube, then after cleaning, use a vacumm cleaner to pull as much of the carbon as you can out of the tube. I also recommend useing the vacumm cleaner to clean out the intake circuit after useing the cable. this will keep from carbon being pulled into the intake system.take your time, and be sure that the tube and the intake circuits are cleaned throughly.
keep us posted, and good luck.I would start with checking the bulbs. more than likely you will find some bad bulbs that are shorted internally. also if that don’t resolve the issue the next thing I would check would be the ground circuits for the lights involved.
If neither one of these solutions take care of the problem, please post and I’ll walk you through step by step how to trouble shoot this lighting system and associated switches and wiring.
Good luckI would start with checking the bulbs. more than likely you will find some bad bulbs that are shorted internally. also if that don’t resolve the issue the next thing I would check would be the ground circuits for the lights involved.
If neither one of these solutions take care of the problem, please post and I’ll walk you through step by step how to trouble shoot this lighting system and associated switches and wiring.
Good luckif you have a lab scope or can find someone that does, you may want them to chedck the signal on the tps. it could be dropping out at a certain position. you would not me able to see this with a dvom.
good luck and keep us posted.if you have a lab scope or can find someone that does, you may want them to chedck the signal on the tps. it could be dropping out at a certain position. you would not me able to see this with a dvom.
good luck and keep us posted.one thing you may want to try that has worked for me on several occasions over the years, is I take a piece of speedometer cable and attach it to a drill, remove the egr valve and the throttle body, insert the cable into the egr port that runs through the intake manifold and use the speedometer cable like and auger to clean this passage. this circuit is prone to carbon up even to the point of total blockage. make sure the cable will pass through unrestricted, reinstall the egr valve, inspect the throttle valve assembly and be sure all vacumm circuits are clean, reinstall the throtle body, clear the code and retest drive.
Good luck and kesp posting to let us know how this worked out for you.one thing you may want to try that has worked for me on several occasions over the years, is I take a piece of speedometer cable and attach it to a drill, remove the egr valve and the throttle body, insert the cable into the egr port that runs through the intake manifold and use the speedometer cable like and auger to clean this passage. this circuit is prone to carbon up even to the point of total blockage. make sure the cable will pass through unrestricted, reinstall the egr valve, inspect the throttle valve assembly and be sure all vacumm circuits are clean, reinstall the throtle body, clear the code and retest drive.
Good luck and kesp posting to let us know how this worked out for you.