Via email, text message, or notification as you wait on our site.Ask follow up questions if you need to. Hello and Welcome to Justanswer, My name is XXXXX XXXXX I am here to try and assist your with your question.Your 2003 uses a cylinder head temp sensor to send the signel to your PCM as well as your gauge.
Your very welcome and thank you as well and have Very Merry Christmas.If you have found my answer helpful pleases be sure to rate me 3 or higher so I can get credit for my work.
Tory Johnson, GMA Workplace Contributor, discusses work-from-home jobs, such as JustAnswer in which verified Experts answer people’s questions. AlvinC answered a question about my Ford truck that only someone with an in-depth knowledge of his subject would have known what was going on. Because of your expertise, you armed me with enough ammunition to win the battle with the dealer.
I do know, after going though this with JustAnswer, that I can somewhat trust my mechanic but I will always contact you prior to going there.
I would (and have) recommend your site to others I was quite satisfied with the quality of the information received, the professional with whom I interacted, and the quick response time.
I saw a thread - somewhere - where there is a mod to add a button to control the main vent that goes to the outside air. The vacuum plug connector (behind dash) that leads to the HVAC controls has several vacuum lines in it.
Driving with a misfiring engine can damage the catalytic converter, so it's best to have your car checked at as soon as possible. Your mechanic will have to scan the car computer with an OBDII scan tool and perform a number of tests to find what caused the random misfiring. The code P030(X) is set when the engine computer (ECM) detects that a cylinder number "X" is misfiring. A knock sensor sends the signal to the engine computer (ECM) if the detonation or "knocking" is occurring in the cylinders.
A knock sensor can be checked with a lab scope or OBDII scan tool; take your car to your mechanic for proper diagnostic. The camshaft position sensor (CMP) sends the signal to the engine computer (ECM) about the position of the camshaft. The code P0340 refers to the camshaft position sensor of the Bank 1 or if the engine has only one camshaft sensor.
An Acura service bulletin describes an issue where the stuck or contaminated VTC control solenoid valve can cause the trouble code P0341.
The camshaft position sensor connector and the wiring must be checked for damage, poor connection or corrosion. The proper camshaft timing must be verified; if a timing belt or chain jumped a tooth, it can cause this code. A: Double check the timing between the crankshaft and the driven camshaft at the timing belt, as well as the timing between two camshafts, as the chain that runs between the camshafts can easily jump a tooth and this will be enough to set the P0341 code. The EGR (Exhaust Gas Recirculation) system is designed to reduce the amount of the nitrogen oxides (NOx) in the exhaust emissions. The main purpose of the vehicle EGR (Exhaust Gas Recirculation) system is to reduce the amount of the nitrogen oxides (NOx) in the exhaust emission.
The flow of the exhaust gases back into the intake manifold (EGR flow) is controlled by the EGR valve. The EGR system connects the exhaust manifold to the intake manifold through the pipes or passages, with the EGR valve separating the exhaust manifold from the intake manifold and controlling the EGR flow (see the diagram). A Ford TSB for early 00's Taurus, Ranger, Explorer, F150 and some other models recommends replacing the DPFE valve if the codes P0401, P0402 are present.
If there are other codes or driveability symptoms present they should be looked at first, as the code P0402 can be set as a result of bad MAF sensor, plugged catalytic converter, etc.
A: I wonder if the DPFE sensor is an aftermarket part, because if it is, you may want to give it a try and replaced with OEM DPFE sensor.
The Exhaust Gas Recirculation (EGR) system diverts a portion of the exhaust gases back into the intake manifold to reduce the combustion temperature, which in turn lowers the amount of nitrogen oxides (NOx) in the exhaust gases. This could be caused by a problem with the electric EGR valve or solenoid itself, poor connection at one of the connectors or a short or open in the wiring harness.
The diagnostic process is usually straightforward: the EGR valve control electrical circuit needs to be checked between the EGR valve and the ECM. A secondary air injection system injects extra outside air into the exhaust during a cold start to help the catalytic converter work more efficiently. The catalytic converter is installed in the exhaust and is an important part of the vehicle emission control system. There could be a number of reasons for the code P0420, but in most cases, it's the problem with the catalytic converter itself. If you are planning to install an aftermarket catalytic converter, be aware that not all aftermarket catalytic converters offer the same quality. The code P0430 - Catalyst System Efficiency Below Threshold (Bank 2) has the same meaning only referring to the catalytic converter of the Bank 2. Q: 2005 Mazda 3, code P0420, replaced two O2 sensors, catalytic converter, the code P0420 comes back. A: The code P0420 means Catalyst System Efficiency Below Threshold, or in other words, the catalytic converter doesn't work properly. The Evaporative System (EVAP) prevents the fuel vapors from the fuel tank from escaping into the atmosphere.
The code P0446 is set when the engine computer recognizes a fault or restriction at the vent control part of the Evaporative emission control system (EVAP).
The engine computer periodically runs the self-test to see if the Evaporative system is sealed tight. The Evaporative System (EVAP) traps the fuel vapors from the fuel tank and temporarily stores them in the charcoal canister. The code P0505 - Idle Control System Malfunction means that the engine computer cannot regulate the idle speed properly, or the actual idle speed varies from the target idle speed by a certain amount. There could be plenty of reasons for the code P0505 to set: vacuum leaks past the throttle, clogged idle air passages, bad or clogged idle air control valve, dirty throttle body, faulty electronic throttle, problems with the wiring or connectors, ECM problems, etc.
In modern cars, the engine computer (ECM) constantly adjusts the idle speed according to the conditions.
In some cars there is a separate idle air control (IAC) valve or solenoid (top photo) that controls the air flow at idle.
In a car with a separate idle air control valve, the throttle is closed at idle, so the only air supplied to the engine bypasses the closed throttle through the idle air passages and the idle air control valve, which is usually installed at the throttle body.
The engine computer (ECM) adjusts the engine idle speed by slightly opening or closing the idle air control (IAC) valve.
If cars with electronic throttle idle control, the engine computer slightly opens or closes the electronic throttle to add or reduce the idle air flow.
If beside the P0505 there are other trouble codes presented, they need to be looked at first. In some early 00' Nissan and Infiniti cars with the code P0505 a bad IAC valve could even cause the engine computer to go bad as well. Here you will find Technical Information and help about automotive and electronic producs and services. Do you know or have any information that you think would be helpful to the community and would like to share it in this blog?You are welcome to post it if you would like to! After publishing our article about IAT resistors, many people have been requesting related information not included in the mentioned post. We don’t have the info on the Toyota Corolla handy at this moment, but below you will find how to identify the connection of the iat from the maf sensor. The BMW manual for the IAT sensor location is very simple and do not provide location pictures. The MAF sensor is located in the incoming air path at the left side (driver’s side) of the engine compartment.


The MAF has 5 wires on its connector and the IAT is directly wired to the wire #5, which color is YELLOW with GREEN.
The resistor can be wired from that wire #5 to any of the two black wires in the same connector, which are #3 and #6 (Yes, it has 5 wires, but for some reason they are numbered 2,3,4,5 and 6). Please remember, one lead of the resistor is wired to one of the black wires, but the black wire is NOT cut or disconnected from the MAF sensor.
The other resistor lead is wired to the #5, and the wire must be cut from the MAF, leaving enough length on the wire that goes to the MAF, so it can be reconnected in any future time you wish to do so.
The incoming air temperature read by the ecu, will be altered (fooled) by the resistor replacing the IAT and this false registered temperature will depend on the amount of the resistance.
In this case, the connection must be done by opening (cutting) wire #1 and connecting one lead of the resistor to the part of the cut wire that goes to the ecu and the other resistor lead must be connected to wire #5, without cutting it from the MAF.
As you may have noticed, it will take one three way switch and two resistors, not just one. I wish I had come across your information before wasting the time and money for that resistor sold to me on ebay as a fuel performance chip. But I do have the chip, and know where the MAF is, but do not know which of the wires to hook it to.
Unfortunately, I don’t have the information on the 2010 model, but if like it is been happening so far, the MAF from a prior model might have the same configuration. In a note apart from the topic, eBay buyers like you should take action and leave a negative feedback to these sellers as this is dishonest business and sellers know it. I think that the word should be spread and tell people about this article so they don’t get fooled. I bought one of these off ebay for 25 bucks, he said it was a chip, got it in the mail 7 days later. The other resistor lead, must be connected to wire #5 (Brown), without disconnecting it from the MAF. The first wire should be cut and the side that goes to the ecu is to be connected to one of the resistor’s leads and the other lead should be connected to the second wire (GND), whithout disconnecting it (No cutting) from the Flow Meter sensor. About your 1995 Hyundai Elantra, the IAT is embedded with the MAF sensor which has 6 wires. I am looking for color code used for the wire which sends the temperature signal to ECU from IAT in 2007 Suzuki SX4 1.6 Petrol. We don’t have the information about the color code on that model, but we do have a picture of its configuration.
After reading all the info, I’m confused as to your final opinion of these resistors. The reason I put the information and even help people find the facts for their cars, is for those who won’t just take my words and would like to try it anyway. I am pretty sure that most of those who have tried so far, have realized that it is not worth it. I invite all of them to leave their comments about this, as I am generalizing and may be it was worth doing for someone. I hope that with the new FTC laws, those scammers with their fake testimonials are taken down, out of business, if that can be called a business.
The topic of how to perform the actuator recalibration procedure on Chevrolet , GMC and Cadillac Trucks and SUVs has become an ever increasing topic of discussion. The problem im having is the gauge on the cluster will run normal and then slowly start going to the red and show it over heating when its not. The code P0300 is set when the ECM detects that multiple cylinders are misfiring at random. The code P0301 refers to the cylinder 1; the code P0302 refers to the cylinder number 2 and so on. The ECM uses this signal to control the ignition, fuel injection and variable valve timing. A bad camshaft sensor commonly causes stalling and misfiring with the code P0340 in the Chrysler PT Cruiser. The code P0345 - Camshaft Position Sensor A Circuit (Bank 2) refers to the camshaft position sensor of the Bank 2. The engine computer (ECM) constantly receives the signal from the crankshaft position sensor (CKP) that is compared to the signal from the camshaft position sensor (CMP). The bulletin recommends updating the ECM software and replacing the VTC solenoid valve if necessary.
If it's a three-wire sensor, check for 5V reference voltage and the ground at the sensor connector with the ignition ON. In a modern DOHC engine, one or two camshaft position sensors are installed at the cylinder head. The engine computer (ECM) uses the signal from the camshaft position sensor to know which cylinder is in the compression stroke, as well as to control the ignition timing, fuel injection and the variable valve timing system (if equipped). Some gaskets and seals and the timing belt has been replaced, but now I got the code P0341 and the engine is hard to start.
If the spark plugs and wires haven't been replaced for a long time, this could easily cause this code. The Exhaust Gas Recirculation (EGR) system routes a small percentage of the exhaust gases from the exhaust manifold back into the intake manifold to reduce the combustion temperature. A similar bulletin was issued for 2001-2002 Mazda Tribute and B4000 that also recommended replacing the DPFE sensor. If the air filter is very dirty, it make sense to replace it as in some engines a dirty air filter can cause the code P0402. Some cars have a vacuum-operated EGR valve, others have an electrically controlled valve (in the photo). To monitor how well the catalytic converter does its job, there are two oxygen sensors installed in the exhaust: one before and one after the catalytic converter. The purge flow is controlled by the engine computer by gradually opening or closing the purge valve.
The EVAP system draws the fuel vapors from the fuel tank and temporarily stores them in the charcoal canister. Sometimes, even with the special testing equipment (usually called "smoke machine"), it could take a lot of time for a mechanic to find a small EVAP system leak.
If you think that it wasn't closed properly, the check engine light should go off by itself in a few days of driving. Take your car to a dealer or well-equipped garage that can test your evaporative system with the special equipment.
The EVAP system is the one that doesn't allow the vapors from the tank to escape into the atmosphere; read more above.
The description of the fault varies between different car manufacturers, but one thing is common, the code P0446 doesn't directly point to a defective part; some testing might be required to pinpoint the faulty component. The EVAP system traps the fuel vapors and temporarily stores them in the charcoal canister. When the engine is running and other conditions allow, the fuel vapors are purged from the charcoal canister to be burned in the engine. The accompanied symptoms may include difficulty starting, hesitation, stalling at idle, fluctuating idle speed, as well as too high or too low idle speed.
Sometimes the carbon deposits in the idle air control valve can cause it to be stuck open or closed.
On some vehicles, the info of this sensor is very relevant, making considerable changes depending on the value present on this sensor, while in other vehicles it will cause very small changes. That should be enough for doing some simple temperature tests as described in the first published article about this.
This is because the reference is taken from the harness connector terminal and not from the MAF connector terminal. I am amazed that many people still have success selling such a rip off and they don’t even send installing instructions.


Otherwise you will cut an important ground connection needed by this sensor, making possible erratic behavior of the vehicle. You can use a toggle switch, putting its common terminal to the IAT wire that goes to the ecu and then select any of the three possible positions, being them, (1) one connector to the normal IAT on the MAF, and the other two to a couple of resistor values, (2) one for rich and (3) one for lean. If you are getting any change in performance, consumption, fueling or ignition, then you are on your way.
In this case, the hook up must be done like in the last drawing above, by cutting wire #4 (MAF side) and attaching one lead of the resistor on that same wire at ECU side.
On one hand, you seem to be giving lots of advise for people to DIY their own but on the the other hand, you call them a “scam”? That is an intelligent way of thinking and I am in favor of that, so the least I can do, having the knowledge, experience and information on hand, is to help them do it them selves without paying a dime to those scammers. My AC system was working fine on the highway driving home from the airport when is decided to go FULL HOT when it was only 83 degrees outside.
When a cylinder misfires, the excess of unburned fuel entering the exhaust can overheat the catalytic converter.
Driving with a misfiring cylinder can damage the catalytic converter, so it's best to take care of the problem as soon as possible. Usually a knock sensor is bolted to a cylinder block, so it can translate the vibrations from the cylinders into the electrical voltage. The diagnostic trouble code P0340 is set when the ECM cannot detect the signal from the camshaft position sensor. The trouble code P0341 is set when the camshaft position sensor (CMP) signal is out of expected range or if it is not timed properly with the crankshaft position sensor (CKP) signal. A service bulletin for the 2003 V6 Jaguar models mentions checking the resistance of the spark plug and replacing the spark plug along with the coil if the spark plug's resistance is too low.
Symptoms of a stretched timing chain include rattling noise, lack of power on acceleration, hard starting.
The EGR system diverts a small portion of the exhaust gases back into the intake manifold to reduce the combustion temperature, which in turn lowers the amount of NOx in the exhaust gases. This is necessary to lower the nitrogen oxides (NOx) content in the exhaust gases, as the nitrogen oxides are formed at very high combustion temperatures. A Chrysler TSB for 2007 Dodge Nitro recommends reprogramming the ECM as a solution for the code P0402 EGR Excessive Flow.
If your mechanic has a good scan tool with a data monitor, it's easy to see comparing the signals from the front and rear O2 sensors. When the engine is running and other conditions allow, the fuel vapors are purged from the charcoal canister into the engine air intake to be burned. If the check engine light won't go off, there could be a number of other reasons, such as leaking ventilation valve, cracked charcoal canister, cracked or pinched hose, leaking seal, etc. When the engine is running and other conditions allow, the fuel vapors are drawn by the engine vacuum from the EVAP charcoal canister and into the engine air intake. You can notice the idle speed adjustment, for example, when you start the engine cold; the engine computer (ECM) increases the idle speed to help warm up the engine faster.
You may change between economy and power or just go back to stock (factory) settings any time. I mean, be mentally prepared as we are just giving away this information in an attempt to stop people scamming on eBay and now beyond eBay. What it is been proved so far is the placebo effect, that with the mere fact that something has been installed on the engine, people think they feel some gain at least. The truck sat baking in the July Florida sun for the 4 days previous and had it’s share of summer thunderstorms as well.
If the ECM detects that the misfire rate is high enough to damage the catalytic converter, the Check Engine light will flash repeatedly to warn a driver. The diagnostic trouble code code P0325 is set when the sensor voltage is out of the expected range.
A technical service bulletin (TSB) for late 90's Saturn vehicles describes a problem where incorrect resistance in the ignition wires and secondary ignition system can cause the DTC P0341.
Also, it's worth to check the ground cable connection as this also can cause electrical problems. The ECM monitors the EGR flow and periodically tests the EGR system as a part of on-board diagnostic OBD II or EOBD. Another TSB the Ram Pickup with a 6.7L Cummins Diesel engine also recommends re-flashing the ECM if erroneous code P0402 or some others are set. The trouble code P0403 is set when the ECM detects a problem with the electric circuit controlling the EGR valve. A friend of mine had Dodge Caravan that kept throwing bunch of trouble codes because of one bad ground connection. If the catalytic converter can no longer do its job, the engine computer turns the Check Engine light and sets the diagnostic trouble code P0420 for Bank1 or P0430 for Bank 2. The EVAP system is sealed and the engine computer (ECM) can detect if there is even a small leak.
If the rubber seal at the fuel cap looks damaged or there is some corrosion that may prevent the cap from sealing properly, it might be a good idea to put a new cap, which is not expensive.
To balance the air pressure in the fuel tank, some air is allowed into the charcoal canister when needed.
This is provided as an option for people who want to try the IAT resistor modification anyway, so they can do it without paying a pennie to those scammers. Please note that if you have a subscription service you still need to click the accept button, however you are not charged again.
A Chrysler TSB for 2010 Ram pickup trucks equipped with a Cummins diesel engine recommends re-flashing the ECM for the P0341 and some other trouble codes.
If the tune-up hasn't been done in a long time, it's a good way to start, as the high resistance in the spark plugs and ignition wires can cause electrical interference from ignition secondary circuits that can cause spikes in the camshaft sensor signal. In some Volkswagen cars with a TDI Diesel engine, the code P0402 could be caused by a bad mass airflow sensor (MAF).
If it was a bad fuel cap that caused the code P0442, the code should clear itself up after a couple days of driving.
In some 4-cylinder 2003-2010 Honda Accord, Civic, CR-V and Element engines, a stretched timing chain can cause the Check Engine light (MIL) to come on with code P0341. The routing of the camshaft position sensor wiring needs to checked, as If the camshaft sensor signal wires are routed too close to the secondary ignition components, there also could be an electrical interference. A service bulletin for some Dodge trucks listed reprogramming the ECM as a solution for EGR-related codes. In Ford vehicles, the DPFE sensor and the hoses connected to the DPFE sensor should be checked. It could be a crack or damage at the charcoal canister, or a small tear at some rubber line, bad vent control valve and few other things.
If the cap doesn't fix the problem, take it to a repair shop, they can check the EVAP system with the 'smoke machine' for leaks.
Please note that if you have a subscription service you still need to click the accept button, however you are not charged again. If no other obvious problems found and it's an aftermarket DPFE sensor, it's worth to try if the OEM sensor solves the problem.
If the code P0402 comes after some repairs, the previously work done must be re-checked for vacuum hose routing, disconnected hoses, missing gaskets, etc.



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