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Filed Under (Dodge) by admin on 05-11-2010
Before road testing, be sure the fluid level and control cable adjustments have been checked and adjusted if necessary. Verify that diagnostic trouble codes have been resolved.Observe engine performance during the road test. A poorly tuned engine will not allow accurate analysis of transmission operation. Operate the transmission in all gear ranges. Check for shift variations and engine flare, which indicates slippage. Note if shifts are harsh, spongy, delayed, early, or if part throttle downshifts are sensitive. Slippage indicated by engine flare, usually means clutch, band or overrunning clutch problems. If the condition is advanced, an overhaul will be necessary to restore normal operation. A slipping clutch or band can often be determined by comparing which internal units are applied in the various gear ranges. The Clutch and Band Application chart provides a basis for analyzing road test results. Note that the rear clutch is applied in all forward ranges (D, 2, 1). The transmission overrunning clutch is applied in first gear (D, 2 and 1 ranges) only. The rear band is applied in 1 and R range only. Note that the overdrive clutch is applied only in fourth gear and the overdrive direct clutch and overrunning clutch are applied in all ranges except fourth gear. For example: If slippage occurs in first gear in D and 2 range but not in 1 range, the transmission overrunning clutch is faulty. Similarly, if slippage occurs in any two forward gears, the rear clutch is slipping. Applying the same method of analysis, note that the front and rear clutches are applied simultaneously only in D range third and fourth gear. If the transmission slips in third gear, either the front clutch or the rear clutch is slipping. If the transmission slips in fourth gear but not in third gear, the overdrive clutch is slipping. By selecting another gear, which does not use these clutches, the slipping unit can be determined. For example, if the transmission also slips in Reverse, the front clutch is slipping. If the transmission does not slip in Reverse, the rear clutch is slipping.
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Filed Under (Jaguar) by admin on 07-09-2010
Remove the battery cover. Ensure that all electrical loads are switched OFF and that the engine is cool. Start the engine and allow to IDLE. Whilst the engine is idling, disconnect the battery negative terminal and, using a digital multimeter (DMM), measure the voltage between the terminal on the battery negative cable and the battery positive terminal. If the generator is working, the measured voltage should be within the range 13 V to 15 V. This indicates the system voltage without the battery in circuit. If the generator is inoperative, the engine will stall when the ground lead is disconnected. Repeat the test, using the ground bolt, as indicated (shown dotted on the illustration). There should be hardly any detectable difference in the voltage reading (due to minimal current flow); if there is a detectable difference, clean the cable terminal and the adjacent area of the body. When the voltage has been measured, STOP THE ENGINE. Reconnect the battery or fit a new battery if it was established that the battery was at fault. See: Battery/Service and Repair If the cooling fans operate during the above test, the large demand of current will overload the generator and cause the engine to stall. If the battery is in a low state of charge the voltage will rise momentarily when the battery is disconnected. However, the maximum that the voltage can increase to with this new generator is 25 V and then only for a maximum time of 200 mS.
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Filed Under (Dodge) by admin on 11-07-2010
TESTING 1. 2. 3. 4. 5. 6. Remove relay before testing. Using an ohmmeter, perform a resistance test between terminals 85 and 86. Resistance value (ohms) should be 75 15 ohms for resistor equipped relays. Connect the ohmmeter between terminals number 87A and 30. Continuity should be present at this time. Connect the ohmmeter between terminals number 87 and 30. Continuity should not be present at this time. Use a set of jumper wires (16 gauge or smaller). Connect one jumper wire between terminal number 85 (on the relay) to the ground side () of a 12 Volt power source. Attach the other jumper wire to the positive side (+) of a 12V power source. Do not connect this jumper wire to relay at this time. CAUTION: Do not allow the ohmmeter to contact terminals 85 or 86 during these tests. Damage to ohmmeter may result. 7. 8. Attach the other jumper wire (12\/ +) to terminal number 86. This will activate the relay. Continuity should now be present between terminals number 87 and 30. Continuity should not be present between terminals number 87A and 30. Disconnect jumper wires from relay and 12 Volt power source. 0 If continuity or resistance tests did not pass, replace relay. lf tests passed, refer to wiring diagrams for (fuel system) relay wiring schematics and for additional circuit information
Filed Under (Mercedes-Benz) by admin on 13-05-2010
Test and adjust lambda control with a lambda control tester. The lambda control and the idle speed emissions level must not be tested when the engine is very hot, e.g. immediately after driving sharply or after measuring engine output on the dynamometer.
Testing, adjusting 1 Complete measurement sheet. 2 Switch off air conditioning or automatic climate control. Move selector lever into
position “P”. 3 Read out DTC memory. Note: Not available on model year 1984-1986. 4 Connect testers: oil remote thermometer (018)124 589 07 21 00 lambda control tester (012) twin socket (031) trigger clamp (011) exhaust probe (005)126 589 11 63 00
CO measuring instrument (006) engine tester with oscilloscope (030) multimeter (003) test cable (033)102 589 04 63 00.
Filed Under (Ford) by admin on 27-01-2011
This is a higher-frequency, lower-amplitude vibration than high-speed shake, directly related to road speed, and usually more noticeable at higher road speeds, 72 km/h (45 mph) and up. It is felt in the floor pan or heard as a rumble, hum or boom. It will exist in all drive modes, but may vary somewhat in acceleration, deceleration, float or coast modes. If the vibration is particularly responsive to heavy acceleration or deceleration, especially at lower speeds, driveline angles should be checked. A driveline vibration can usually be duplicated with the axle supported on a hoist or jack stands; through light brake application while accelerating and decelerating, to simulate road load resistance, may be necessary to bring it out. 1. Raise vehicle promptly after road-testing, on twin post hoist or jack stands, to prevent tire flat- spotting. Engage drive train and run-up to observed road test speed to verify presence of vibration. If not evident, check non-driving wheels with wheel-balancer spinner to rule out imbalance as a possible cause. On 4×4′s, unlock front hubs or remove hub covers before spinning wheels. If required, balance non- driving wheels and repeat road test. If vibration is still evident, proceed to driveshaft inspection, Step 3. 2. If vibration appeared in road-speed hoist-test, mark relative position of drive wheels on axle or hub lugs to permit re-installation in original position, and remove wheels. Secure brake drums, if present, by installing all lug nuts in reversed position, and repeat road-speed run-up. If vibration is gone, check drive wheel run-out and balance. If vibration persists, proceed to Step 3.
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