Jeep
Oil leakage. Some 1997-2005 Wranglers with the 4.0L Six and manual gearbox (build date prior to 9/2/04) may leak or weep oil from the area of the rear main bearing seal. What's really newsworthy here is what causes the oil seepage-dirt or road debris accumulating around the outside edge of the main seal, which damages the seal and affects its ability to properly seal off the lube.
Jeep says the problem is much more prevalent on vehicles that are subjected to off-road usage, and is due to a small gap at the top of the adapter plate between the engine and transmission bellhousing. It's this small gap that allows the junk in and causes all the headaches. Sealing it off with RTV should help eliminate future problems. Here's how to go about it:
Start by opening the hood and positioning yourself on the drivers side of the engine. Now locate the adapter plate. The area you want to hit with the RTV sealant is at the top of the bellhousing, indicated by the dotted oval in the illustration at right. Before doing so, though, clean the area with spray carburetor or throttle body cleaner so the sealant adheres to the metal. Now wipe off any residue and let the cleaner air-dry. Finally, squeeze enough RTV from the tube to completely cover the area indicated, allow it to take a set, close the hood and you're done with the repair.
GM Truck
Unstable idle, hesitation, shifting complaints. GM notes that some of its 2002 4.2L Chevy TrailBlazers, GMC Envoys and Olds Bravadas can exhibit a host of seemingly unrelated driveability problems. Among the customer complaints you're likely to hear are that the idle fluctuates incessantly on initial startup following an overnight soak at higher altitudes, that there's a wicked hesitation on acceleration at operating temperatures below 175
Naturally, you'll want to begin diagnosis with a thorough scan check of the PCM. Take care of all relevant DTCs, then clear the codes and take to the road to ensure that the problem(s) has been eliminated. If no codes are logged, however, the only real solution is to reflash the PCM with new software files, says GM. You'll find the updated calibration in software revision TIS 2.5/2003, which became available on 2/22/03.
Ford
MIL illuminated, DTCs stored. Some 2001-02 flexible fuel (FFV) Taurus and Sable models with the 3.0L V6 can turn on the MIL and store DTC P0172 and/or P0175 in computer memory. If you're thinking of replacing the MAF sensor, the front O2 sensors or the PCM, don't, says Ford, it won't do you any good. Reprogramming the PCM with updated software will. Use WDS release B32.8 or higher. You can also download the new calibration files from Ford's website at www.motor craft.com.
Chrysler
Power steering fluid warning. Chrysler reports that many of its 2004-05 vehicles (full list below) can suffer severe damage to the power steering system if the wrong fluid is used to replenish or top off the system. Most at fault are fluids or supplements containing Teflon, which has a nasty habit of clogging or restricting the mesh filter in the pump reservoir. That, of course, leads to pump starvation and the eventual demise of the pump and, possibly, the steering rack.
When servicing a late-model Chrysler power steering system, the carmaker recommends using genuine Mopar fluid or an equivalent. In a pinch, you can also use ATF+4 transmission fluid, with no ill effects.
Vehicles that have the mesh filter and are most susceptible to the problem are: 2004-05 Pacifica, Sebring, Stratus, Neon, SRT4, PT Cruiser, minivan (Town & Country, Caravan, Voyager) and Viper models, and 2005 300s and Magnums.
Dodge Truck
Rattling noise from transmission. Dodge wants you to know that some 2003 Ram Trucks equipped with the 5.9L Cummins turbodiesel and sixspeed manual gearbox (build date on or before 5/11/03) are prone to giving off an annoying rattling sound from the tranny while idling with the gearshift lever in Neutral. Insufficient tension in the clutch disc springs is the likely cause of the noise complaint.
To check things out, set the parking brake, place the transmission in Neutral and start the engine. If you hear the noise, depress the clutch pedal and see if the rattling sound goes away. If it does, that tells you that the clutch springs just aren't up to the job at hand. Replacing the clutch disc with a newdesign unit (Part No. 52107775AC) with upgraded, beefier springs should help restore some peace and quiet. Figure about 2.6 hours labor to complete the parts swap.
Hyundai
Barking up the wrong diagnostic tree. If you're one of those guys who follows trouble trees to the letter when a hard code is stored, be on your toes when diagnosing DTC 1372 on a 2002 Elantra, Sonata or Santa Fe, or a 2003 Tiburon. That's because the factory repair manuals for these models have a major gaffe in the diagnostic flow chart for the code.
Here's the deal: Code 1372 sets when the measured time for a 120° rotation of the crankshaft varies too much from one segment to another. The time is analyzed by the PCM based on signals from the crank sensor. So it's pretty obvious that it's the operation of the crank sensor that should be checked whenever DTC 1372 stores hard. Problem is, the repair manuals for these vehicles tell you to check the signal from the right front wheel speed sensor to the PCM. Odd? Sure! But if you're not paying attention, that could lead to hours of frustrating diagnosis. To be on the safe side, cross out any reference to "right front wheel speed sensor" in the trouble trees for the above-mentioned vehicles and replace it with "crank sensor." That goes for aftermarket manuals, as well.
Chrysler
Proper evap system repairs. A properly functioning evaporative emissions system is a key ingredient in the recipe that keeps the hydrocarbon emissions of todays OBD II vehicles in check. But even the best-designed evap system can go out of kilter occasionally and need to be repaired. And when those repairs are necessary, says Chrysler, it's critical that you use the right parts to help restore the system to like-new status.
Chrysler points out that evap components are complicated, sophisticated and application-specific. Because of that, the carmaker frowns on technicians using parts other than those offered by its dealers under the Mopar brand. Going with remanufactured or used parts for a repair is a definite nono when it comes to proper, long-term evap system function, warns Chrysler.
System hoses are another important consideration. Whether preformed or straight, evap hoses should be replaced in their entirety whenever possible. Under no circumstances should you attempt to repair a hose with a splice, says the carmaker; it simply won't survive the long haul. Many hose runs in an evap system are complete assemblies. Use like replacements wherever possible. Where complete assemblies aren't available, says Chrysler, only approved bulk hose should be used.
Nissan
MIL on, evap DTCs stored. It's not uncommon for 1996-2001 Nissans to illuminate the MIL and set one or more DTCs for the evap system. On 1996-97 models, look for code P0440, P0443, P0446 or P0450. For 1998-2001 models, DTC P0440, P0450, P0455, P0446, P1440, P1441, P1446, P1448 or P1493 may store hard. According to Nissan, all of these problems could be the result of a finicky evap vent control valve.
To check things out on 1996-97 vehicles, begin by removing the vent valve. Next, apply battery voltage to the terminals of the valve with a pair of jumper wires. The valve should immediately click while the air passage in the hose end seals off. Now remove the jumper leads. The air passage should open immediately. Repeat the exercise one more time. If the valve sticks while opening or closing, replace it. If the valve passes the above test, look for a misplaced or damaged O-ring on the port side of the valve. Reposition or replace the ring as necessary, using mineral oil to lube it up.
If the vent valve is good and the O-ring isn't damaged or out of position, chances are the water separator or its hoses are blocked off by insects or other debris. Clean the separator, then clear any codes to see if they reset. If they do, look elsewhere for the problem.
The procedure for checking the vent valve on 1998-2001 vehicles is identical to the earlier models, with the exception that you can use the bidirectional control feature on your scanner to exercise the valve. If your scan tool doesn't give you this capability, just actuate the valve with the jumper wires.
Note: Some Maximas, pickup trucks and 240 SX models may not be equipped with a water separator. If the vehicle you're working on doesn't have a separator, its imperative that you install one. Check with a Nissan dealer for the parts specifics.
Ford/Ford Truck
Tranny noise. Owners of some 2000-01 Ford cars and trucks (full vehicle list below) equipped with the 4R70W automatic may complain of an irritating clicking or ticking sound while the vehicle is accelerated in 1st gear. According to Ford service engineers, the most likely cause of the noise is too much slop between the intermediate clutch assembly and transmission case. A new intermediate clutch antirattle clip (Part No. YL3Z-7A609AA) has been developed to eliminate the ruckus.
To install the new clip, get the vehicle up in the air and remove the transmission. With the box on a workbench, remove the torque converter, followed by the front pump assembly. Get the transmission upright, then look into the converter housing and identify the seven o'clock position. Push on the intermediate clutch plates at this location to allow enough clearance to install the antirattle clip into the case at the one o'clock position. Slip the clip in and make sure it's fully seated against the pressure plate. Reinstall the front pump assembly using a new gasket, followed by the torque converter. To complete the fix, reinstall the transmission, fill the sump to the proper fluid level and take to the road to confirm that the noise has been eliminated.
Vehicles that are susceptible to the noise and can benefit from the new antirattle clip are: Ford Crown Victorias, Mustangs, Econolines and F-150s; Mercury Grand Marquis; and Lincoln Town Cars.
Honda
ABS light on, codes set. Some 2003-04 Accords (full application list below) may turn on the antilock brake light on the dash and store DTCs 15, 16, 17, 18, 43 and/or 44 in ABS module memory. According to Honda, the light may come on sporadically or steadily, and is most likely the result of water infiltrating the left and/or right rear wheel speed sensor housing. New-design sensors that offer superior sealing against moisture intrusion are now available to address the concern. Order up Part No. 57475-SDA-A03 for the left rear wheel and Part No. 57470-SDA-A03 for the right rear wheel.
Accords that are prone to the problem and can benefit from the upgraded sensor design are: all 2003 models; 2004 four-cylinder coupes built between VINs 1HGCM7...4A000001 and 1HGCM7...4A015017; 2004. four-cylinder sedans built between VINs 1HGCM5...4A000001 and 1HGCM5...4A079232, VINs 3HGCM5...4G7000001 and 3HGCM5...4G706903 and VINs JHMCM5...4C000001 and JHMCM5...4C032682; 2004 V6 coupes built between VINs 1HGCM8...4A000001 and 1HGCM8...4A014109; and, finally, 2004 V6 sedans built between VINs 1HGCM6...4A000001 and 1HGCM6...4A054190.
GM Truck
Starting difficulties, rough idle. A slew of 1997-2000 GM trucks with 4.3, 5.0 and 5.7L engines (VINs M, R, W, X) are susceptible to a host of driveability woes, including no-starts, hard starts or a rough idle immediately after startup.
The most likely cause of all these complaints, says the General, is fuel system deposits settling in the poppetstyle injectors of the octopuslike CPI injection system. The deposits get there when the more volatile compounds in gasoline eat away at the rubber of the fuel filler hose material and find their way to the bottom of the tank, where they're sucked up by the pump. Vehicles affected are Silverado and Sierra pickups built prior to 11/19/99, full-size vans built prior to 10/22/99 and Chevy Astro and GMC Safari vans built prior to VIN breakpoints XB191755 and XB534449, respectively.
Fortunately, GM has come up with revised fuel tank fill pipe assemblies incorporating new hose material better resistant to gasolines more aggressive hydrocarbons. Before installing the new fill pipes, GM recommends flushing out the CPI poppet injectors with suitable cleaning equipment. After the spritzers are squeaky-clean, order up and install the following revised pipe assemblies: Part No. 15760284, fullsize vans; Part No. 15050573, Astro/Safari vans; Part No. 15747585, Silverado/Sierra fleetside pickups; and Part No. 15747588, Silverado/Sierra stepside pickup trucks.
Chrysler
Binding power seat. The power seat on some 2001-05 Sebring and Stratus sedans may bind occasionally or completely seize up. According to Chrysler, the most likely cause is oxidation coupled with inadequate lubrication on the seat adjuster linkages.
To check things out, grab a droplight and mirror, then go to the rear passenger footwell area. Shine the light under the seat and position the mirror so you have a good view of the seat bottom. If you see oxidation on the two long, horizontal fore/aft adjuster screws, unbolt the seat from the floor and tip it backward to expose the entire adjuster mechanism. Now clean off the oxidized metal with a stiff wire brush. Operate the power seat. If it still binds, replace the adjuster. If the seat glides smoothly, apply a liberal coating of grease (Part No. 05017414AA or equivalent) to the entire length of both screw mechanisms, then operate the seat fore and aft several times to distribute the grease evenly. Reinstall the seat and torque its retaining bolts to 45 ft.-lbs. to complete the repair.
Subaru
Hesitation, poor performance. Some 1997-98 Legacys, Imprezas and Foresters equipped with 2.2 or 2.5L engines and manual gearboxes may hesitate on acceleration or perform sluggishly. The symptoms can occur with the engine hot or cold, and typically surface in the 1500- to 2500-rpm range. According to Subaru, both problems are most likely the result of the knock sensor picking up normal engine vibrations and translating them into a detonation issue. That, of course, tricks the PCM into retarding the timing, which results in the hesitation or sluggish performance. A new PCM, designed to ignore the sensitive attributes of the knock sensor, is now available to address the concerns.
Before ordering the computer, however, Subaru recommends that you rule out more common causes for the symptoms, such as loose or cracked intake ductwork, a clogged air or fuel filter, low fuel pressure, etc. If nothing unusual pops up, hook up your scan tool, scroll down to the knock sensor PID and go on a road test. If the knock sensor parameter reads -10° when the problem occurs, that's your cue to go ahead and order up the new PCM. Check with a dealer for the application specifics.
Suzuki
Top engine noise. Some Esteem, Aerio, Grand Vitara and Grand Vitara XL-7 models built from 1999 through 2003 are prone to producing a ticking sound from the upper portion of the engine. According to Suzuki, the noise can occur with the engine hot or cold, and is most likely to surface after the engine has been allowed to sit for extended periods or following camshaft or top-end repairs. Air-entrapped lifters is the most likely cause of the ruckus.
Fortunately, Suzuki has come up with the following quick drill to purge the unwanted air: Start the engine and allow it to idle until it reaches operating temperature. Now raise the engine speed to 2000 rpm and keep it there for 20 minutes using a throttle holding tool. Then bring the engine back down to idle and listen For the ticking sound. It should be gone. If it isn't, one or more lifters has gone belly-up.
To determine which lifter(s) is defective, remove the valve cover(s), then turn the engine over by hand until the base circle of the cam lobe for the No. 1 cylinder is positioned directly above the lifter. Applying moderate force, push the lifter down by hand and check its position relative to the camshaft. The lifter should be making contact with the base circle. If you notice any clearance between the lifter and cam, the lifter is shot and should be replaced. Repeat the exercise for the remaining lifters in the firing order.
Dodge Truck/Jeep
MIL on, DTC stored. All 2002 Dodge Dakotas and Durangos, as well as some 2003 4.7L Jeep Grand Cherokees, are prone to illuminating the MIL, either steadily or intermittently. If hooking up your scanner gets you DTC P0456 (EVAP Monitor Small Leak Detected), chances are the code is false and the PCM is in need of some new software files.
Just to be on the safe side, test the evap system for leaks using a smoke machine or other test gear. If no obvious leaks are detected, reflash the PCM using the DRB III scanner and software operating at level CIS CD2118 or higher. When you're done, don't forget to fill out an Authorized Software Update label and affix it to the PCM.
GM Truck
Serpentine belt noise. Some 2001-03 Silverados, Suburbans, Sierras and Yukon XLs, as well as 2002-03 Avalanches (all with the 8.1L V8), may produce a whining noise that emanates from the engine compartment. If you ask your customer for a little more feedback into the problem, he may comment that the noise is most pronounced at idle, and varies in pitch as the engine speed changes.
According to GM powertrain engineers, the whine is most likely due to a power steering pump pulley that's positioned too far inboard on its shaft. That leads to belt misalignment, which is the chief contributor to the serp belt noise.
Begin your diagnosis by checking out all the things that can contribute to drive belt noise (worn or oil-soaked belt, weak tensioner, damaged pulleys, etc.). If nothing out of the ordinary stands out, install a suitable puller and reposition the pump pulley .040 in. outboard from the end of the shaft. Don't be alarmed if the shaft is recessed in the pulley after the job is completed; it won't affect belt life or performance.
Chrysler
Sagging headliner and/or rattle from rear of passenger compartment. Owners of 1998-2004 LH-cars (LHS, 300M, Concorde, Intrepid) may complain of a sagging headliner and/or a rattle-type noise at the rear portion of the passenger compartment. According to Chrysler, the two most likely causes for the annoyances are either a broken headliner clip base or separation of the clip from the headliner itself. Two different repair strategies are recommended by the carmaker, depending on what exactly is causing the problem.
To check things out, start by removing the two rear C-pillar trim panels and passenger grab handles. Now pull the rear of the headliner down and inspect the clip assembly at the center/rear portion of the liner. If the base of the clip assembly is still firmly attached but the spring portion is broken, simply install a replacement clip (Part No. 05127332AA) into the base, making sure the tip of the clip is positioned into the slot in the roof. Snap the headliner into the clip, reinstall the C-pillar trims and passenger handles and the repair is complete.
If the base of the clip assembly is loose or broken but the spring portion of the clip is still firmly attached to the headliner, leave the base in place and attach a magnet (Part No. 05134211AA) to the ridge formation on the roof, just behind the attachment point of the original clip. What you're doing here is establishing a new attachment point for the headliner. Now apply a thin film of Mopar Bond-All Gel (Part No. 04467709) to the plastic backside of the magnet. Push the headliner against the magnet and wait about 20 seconds until the gel is hard and the liner is firmly secure. Reinstall the C-pillar trim panels and passenger grab handles and you're done with the fix.
Nissan
MIL illuminated, DTC P0402 stored. Nissan says that some 2001-02 Frontier models with the KA24DE engine built between 5/3/01 and 7/12/01 are prone to turning on the MIL and storing DTC P0402 (EGRC/BPT valve) in computer memory.
Start your diagnostic assault by checking for proper EGR valve operation. If the valve appears to be functioning normally, take a gander at the PCM's part number. If it's 23710-5S501, 23710-5S506, 23710-5S511, 23710-5S560 or 23710-5S579, replace the EGR tube assembly with an upgraded unit, Part No. 14725-F4506. If the PCM you're dealing with isn't listed above, further EGR system diagnosis will be required.
Ford Truck
Hard brake pedal. Ford says that some 1999-2001 F-150 Lightning pickups can lose a significant amount of power assist from the brake booster after the first two or three stops in the morning or after a long period of inactivity. The venerable truckmaker says the problem always occurs in below freezing weather, and is caused by ice forming in the brake booster hose. That, of course, blocks off vacuum to the booster and results in a hard pedal. Installing a new-design brake booster hose (Part No. 1L3Z-9C482-AA) should help alleviate the concern. When routing in the new hose, make sure the included retainer is installed into the upper hole of the cowl trim panel, just to the left of the center portion of the dash.
GM Truck
Noise from dash panel. Some 2002 Chevy TrailBla/ers and TrailBlazer EXTs, GMC Envoys and Envoy XLs and Olds Bravadas can produce an annoying clicking sound from the instrument panel on startup. According to GM, the most likely cause of the noise is an internally defective HVAC mode door actuator. A new-design, better-quality actuator (Part No. 89018525) is now available to eliminate the problem. If you want to tackle the job, figure about three hours labor to perform the swap.
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Source: Motor
