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Unread 03-15-2013, 01:25 PM   #76
86cj74.2L
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That also explains why the rest of the air didn't purge On its own through the vented cap and expansion tank.

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Unread 03-15-2013, 01:43 PM   #77
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I am a little annoyed that I didn't catch this sooner. Live and learn.
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Unread 03-15-2013, 02:03 PM   #78
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Quote:
Originally Posted by outofrng623
I am a little annoyed that I didn't catch this sooner. Live and learn.
It's always the last thing you look at........
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Unread 03-15-2013, 03:32 PM   #79
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Ha! I actually made that joke earlier about something else. Good times. Lets see what tomorrow brings with the tests at the other garage.
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Unread 03-16-2013, 06:47 PM   #80
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So, after a quick look today and some crazy scantools, it's believed it's my purge solenoid. Monday he will be testing the voltages to it to see if its failing or if something else is making it fail...it's staying on way too much, sucking all my fuel...

He will also do all the other tests, smog, compression and smoke.

Fun times

Now, can anyone help with this...

On an 04, hydraulic cooling fan...if you look in from the engine compartment, it has a rim around the center with what appears to be bearings inside the ring. The spin freely, but do not move around the inner ring/channel. Is that how it is?? Is it a balancing thing? Why are they there, and what should they do?
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Unread 03-16-2013, 08:11 PM   #81
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What are your long term fuel trims while driving.

The LTFT's would be negative if it was receiving extra fuel from some other source. And somewhere above -20% you will get a trouble code for engine running rich. (Because of the negative fuel trims.....)

However, if your LTFT's are normal say -8 to -10 to 8 to 10, then it has no clue it's rich. That could be as simple as a exhaust leak. The reversion will suck in fresh air and fake the PCM into thinking its lean and fatten up the fuel trims. Making your LTFT's a positive number.
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Unread 03-17-2013, 02:30 AM   #82
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My ltfts go from around -2 up to +5. I can get more accurate reasons today.

When they scanned the car yesterday, the purge solenoid never stopped from what I saw and on the scanner it showed as 25%. Now, what that means I do not know, but the mechanic said its staying on too long.

Any idea on the fan? I cannot find anything about it, looked for about an hour last night...fsm, Hanes and some online searching. Later today (its 430am now ugh) I will search through the forums.

Thanks
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Unread 03-17-2013, 03:15 AM   #83
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I speculate they are for balance also.

If your LTFT's hover around 0 then the PCM feels that their is no correction to the present fuel map it chose based on current sensor data, and what it's seeing from O2 senders. (MAP, TPS, intake temp, coolant temp)

To me, (disclaimer here cause I'm no pro) if the purge solenoid was allowing extra gas into the engine it world be sensed by the O2 as a rich condition and trim back fuel to compensate.
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Unread 03-17-2013, 03:38 AM   #84
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When your at idle and again driving down the road.........what is its calculated load?
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Unread 03-17-2013, 03:38 AM   #85
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Nothing on the fan yet, still looking.

The code reader picked up the following...

Mode 6, I will include a ic of mode 6 data, 11, 31, 51 and this one is new to me, 53 all failed.

Now, could the evap sol be bad and it isnt purging correctly so it keeps running, could there be a vac leak, could the valve at the pump be sending bad data, could it be the PCM sending bad info for whatever reason, could the harness to the evap be shorting so it stays on when it shouldnt? Could be any of those I guess...

I am at a loss with confusion...lol I am trying to grasp how the whole thing works and then put this scenrio into play. If it's constantly pulling vapor from the canister into the TB, at some point (at least in theory in my head), there is no vapor and it would be pushing air in, which then I would think would pull more gas from the rail to make the right ratio...Is that good logic?
mode06.gif   mode6-2.gif  
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Unread 03-17-2013, 04:03 AM   #86
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That is good logic.

But also thinking that the extra air would show up as a lean condition and your LTFT's would cycle up until the O2 reading is satisfied. And your fuel trims are all but zero. So for the given air flow and the sensor input it sees no need to make any corrections................
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Unread 03-17-2013, 04:19 AM   #87
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Makes no sense to me lol Good thing I do not sleep and I have all this time to be looking around and thinking.

I will shoot video of my OBD scan today and post later.

Tomorrow morning they will be doing more testing, hopefully something shows. Either way, the evap shouldnt be running so much, theres probably pressure in the canister thats not being released. If there were a leak, I would have a different code or the valve would open and release pressure faster and the solenoid would be less active. Somethings telling the PCM to turn on the solenoid and the only thing I can think of would be that it's seeing pressure in the can...the solenoid could go bad, but in my eyes, it wouldnt function as it is if it were bad.
Based on the codes, its receiving more or less vapor (or air) from the solenoid which is causing an IAC and RPM shift. Dont know which if it's up or down though. Maybe by some slim shot the canister is bad and it has moisture...I think that could cause an issue too as well as a random stall here or there. Who knows...The more I write, the more I think.

Nothing in the books about the fan, nothing online so far...
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Unread 03-17-2013, 07:11 AM   #88
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Upon further inspection. Looks like it may be a balancing method due to how there are sections for the balls to be placed. Thoughts?
image-2596659517.jpg   image-3547924219.jpg  
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Unread 03-17-2013, 07:12 AM   #89
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Videos of obd scans will be added later on today. Thanks
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Unread 03-17-2013, 09:07 AM   #90
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Quote:
Originally Posted by outofrng623
Upon further inspection. Looks like it may be a balancing method due to how there are sections for the balls to be placed. Thoughts?
I agree
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