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The lamp illustrated is an oil level low warning indicator and not a service interval indicator. When the engine oil is at the correct level, this lamp will automatically extinguish. The lamps illustrated above, are Malfunction Indicator Lamps (MIL) and not service interval indicators. When illuminated there is a problem with the vehicle. Refer to manufacturer’s documentation for further information.
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Each valve sensor has a unique code and is matched to a particular wheel. This is programmed into the UCH control module. This enables a faulty wheel to be identified (given that the receiver can identify which wheel is transmitting). The sensor emits an RF (Radio Frequency) signal containing the valve code, status and tyre pressure. If wheels are to be swapped around then reprogramming will need to be carried out to identify the new position of the wheel. Each valve sensor has a coloured ring attached to the valve nut, each colour corresponds to a particular wheel position:
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The information relating to timing belt replacement intervals is additional to the main purpose of this CD, but is included to
provide guidance to garages and for customer advice. Where possible the recommended intervals have been compiled from vehicle manufacturers’ information. In a few instances recommendation has been made by the manufacturer and the decision to replace the belt must be made from the evidence of a thorough examination of the condition of the existing belt.
Apart from the visible condition of the belt, which is explained fully later in this section, there are several other factors which
must be considered when checking a timing belt: 1. Is the belt an original or a replacement. 2. When was the belt last replaced and was it at the correct mileage. 3. Is the service history of the vehicle known. 4. Has the vehicle been operated under arduous conditions which might warrant a shorter replacement interval. 5. Is the general condition of other components in the camshaft drive, such as the tensioner, pulleys, and other ancillary components driven by the timing belt, typically the water pump, sound enough to ensure that the life of the replacement belt will not be affected. 6. If the condition of the existing belt appears good, can you be satisfied that the belt will not fail before the next check or service is due. 7. If the belt does fail, have you considered the consequences. If the engine is an INTERFERENCE type then considerable expensive damage may well be the result. 8.
The cost of replacing a belt as part of a routine service could be as little as 5 to 10% of the repair cost following a belt failure. Make sure your customer is aware of the consequences. 9. If in doubt about the condition of the belt – RENEW it.
Fault
In conjunction with a poor starting problem on the vehicle, the helpline caller also reported a dim flashing of the SRS warning light (MIL), a half scale deflection of the temperature gauge, the rev counter reading 2000 rpm with engine stationary, all with no ignition HT spark, no fuel injector pulsing and no fuel pump operation.
Cause
Upon initial investigation using self diagnostic equipment, the caller was unable to communicate with the vehicle’s engine management or SRS system control modules. Eventually the fault was traced to an under bonnet blown fuse contained within an electrical box attached to the N/S suspension turret, next to the engine man ECM and relay. All four fuses within this box are 7.5 amp fuses
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The reset button is located under the speedometer on the instrument cluster. Switch ignition on.
? Switch ignition on. ? Press reset button until “spanner” symbol flashes. ? Keep button depressed until “spanner” symbol stops flashing and remains illuminated. ? Indicator shows appropriate service interval. ? Release reset button. ? Switch ignition off. Some Vehicles are fitted with a ‘SERV’ lamp, this is not a service interval indicator lamp. It is a malfunction indicator lamp (MIL)
