This month’s Diagnostic Dilemma begins with a 2004 Dodge Sebring, 2.7-liter VIN R. The owner had recovered codes P0118 (ECT), P0073 (ambient temp), P0122 (throttle position), P0123 (throttle position), P0340 (CMP), P0335 (CKP), P0129 (MAP/Baro) and P0113 (intake air).
Many times the trap detection logic that’s built into the power sliding door control unit can’t tell the difference between unwanted friction and something actually blocking the door’s path. To help you troubleshoot this sort of problem, we’ve put together some handy tips.
A fastener with a torque + angle specification must be tightened first to the torque part of the specification and then tightened further by the addition of the specified angle. The angle must be applied relative to the mating fastener.
Engineering a belt system is one of the most difficult jobs for OEMs. There are contact, frictional, centrifugal and peripheral forces that must be taken into account. If they get it right, the belt will be quiet, efficient and last 100,000 miles. If they get it wrong, the belt will be noisy or rob the engine of power. For technicians, the job is even tougher. Variables that the engineer did not factor in can put the belt and your diagnostic skills to the test. But there are four techniques you can use to solve belt noise problems.
The ignition contact points that conduct the battery voltage are typically made of tungsten, and can be slowly eroded by the spark. The contact pad that rides on the shaft of the distributor can wear and change the dwell. The spring can lose tension over time and even break. Most point systems could not go past 4,000 RPM without the timing becoming unstable due to the arm bouncing on the distributor shaft.
There are endless combinations of engines, applications and gaskets on the market. But how do you match the gasket with the correct installation procedures? Here is a quick guide on how to match gaskets with the correct sealants and surface treatments.