Question about 1987 Toyota MR2

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1987 Toyota MR2, "Engine Still Lacks Power", (4AGE), Twin Cam, 1600 CC, 4 Cyl.





From a dead stop engine runs as if it is running only on 2 cylinders. I have automatic transmission, when it is in "Park" or "Neutral" it runs fine, but in gear, engine severely lacks power from a dead stop, once you get up to about 20mph engine starts getting stronger, ran codes and code given is "all systems normal". Don't know what to do totally confused? Car has new fuel pump, also replaced shift solenoid in transmission cause my car was starting out in 2nd gear instead of 1st. When driving, my car wouldn't downshift all the way to 1st gear only to 2nd. So when you would take off you would be taking off in 2nd gear but that shift solenoid was fixed.
I had the fuel pump recently replaced i just assumed the fuel filter was replaced also cause my fuel pump is in the gas tank. My air filter is clean and I have 4 fuel injectors, no carburetor. A friend of mine who has looked at my car for me says it sounds like there is some kind of air leak but can't figure out where it is coming from?

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  • Anonymous Mar 25, 2014

    Replaced the seloniods in the transmission still won't go in gear what else could be the problem it's a automatic an it's 4 wheel drive 6 cyl any ideas tyty

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  • 22 Answers

Sounds like you need gearbox oil (transmission oil in USA) .... check your levels and top it up.

Posted on Oct 31, 2008

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Posted on Jan 02, 2017

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SOURCE: ENGINE LACKS POWER (4AGE) 1600 CC, 4 CYL, TWIN CAM

I had the fuel pump recently replaced i just assumed the fuel filter was replaced also cause my fuel pump is in the gas tank. My air filter is clean and I have 4 fuel injectors, no carburetor. A friend of mine who has looked at my car for me says it sounds like there is some kind of air leak but can't figure out where it is coming from?

Posted on Oct 28, 2008

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1 Answer

2001 celica sudenly stops going rev


    To check your automatic transmission fluid, follow these steps:
    1. Pull out the dipstick. With the gearshift in Neutral or Park and the parking brake on, let your engine run. ...
    2. Check the fluid. ...
    3. Wipe the dipstick with a clean, lint-free rag; then reinsert it and pull it out again.

    How to Check Automatic Transmission Fluid -

Dec 15, 2015 | 2001 Toyota Celica

1 Answer

Stuck in park will not shift


Automatic Transmission Shift Lock Control System
The automatic transmission shift lock control is a safety device that prevents an inadvertent shift out of PARK when the ignition is ON. The driver must press the brake pedal before moving the shift lever out of the PARK position. The system consists of the following components:
?€¢
The automatic transmission shift lock control solenoid.


?€¢
The automatic transmission shift lock control switch.


?€¢
The park/neutral position switch.

With the ignition in the ON position, battery positive voltage is supplied to the park/neutral position switch. When the transmission is in the PARK position the contacts in the park/neutral position switch are closed. This allows current to flow through the switch to the automatic transmission shift lock control switch. The circuit continues through the normally-closed switch to the automatic transmission shift lock control solenoid. The automatic transmission shift lock control solenoid is permanently grounded. This energizes the automatic transmission shift lock control solenoid, locking the shift linkage in the PARK position. When the driver presses the brake pedal the contacts in the automatic transmission shift lock control switch open, causing the automatic transmission shift lock control solenoid to release. This allows the shift lever to move from the PARK position.
Park Lock Solenoid
The park lock solenoid is a safety device that prevents an inadvertent shift out of PARK when the key is in the OFF position. The key must be in the RUN position to release the park lock solenoid. The system consists of the park lock solenoid. With the ignition in the ON position, voltage is supplied to the park lock solenoid. The park lock solenoid energizes through a permanent ground unlocking the shift lever. With the ignition in the OFF or ACCY position the park lock solenoid de-energizes and locks the shift lever in the park position.
Shift Lever Does Not Move with Brake Pedal Depressed
DEFINITION: Transmission shift lever will not move out of the PARK position with the ignition ON and the brake pedal pressed.

1

Did you perform the Symptoms - Automatic Transmission Shift Lock Control tests and all the necessary inspection?
Go to Step 2
Go to Symptoms - Automatic Transmission Shift Lock Control

2

  1. Turn ON the ignition, with the engine OFF.
  2. Press and hold the brake pedal.
  3. Attempt to move the shift lever out of the PARK position.
Does the shift lever move out of the PARK position?
Go to Testing for Intermittent Conditions and Poor Connections in Wiring Systems
NO Go to Step 3

3

  1. Turn OFF the ignition.
  2. Disconnect the automatic transmission shift lock control switch.
  3. Turn ON the ignition, with the engine OFF.
  4. Press and hold the brake pedal.
  5. Attempt to move the transmission shift lever out of the PARK position.
Does the transmission shift lever move out of the PARK position?
Go to Step 6
Go to Step 4

4

  1. Turn OFF the ignition.
  2. Disconnect the automatic transmission shift lock control solenoid.
  3. Turn ON the ignition, with the engine OFF
  4. Press and hold the brake pedal.
  5. Attempt to move the transmission shift lever out of the PARK position.
Does the transmission shift lever move out of the PARK position?
Go to Step 7
Go to Step 5
Inspect for poor connections at the harness connector of the automatic transmission shift lock control solenoid. Refer to Testing for Intermittent Conditions and Poor Connections and Connector Repairs in Wiring Systems.
Did you find and correct the condition?
Go to Step 10
Go to Step 9

6

Inspect for poor connections at the harness connector of the automatic transmission shift lock control switch. Refer to Testing for Intermittent Conditions and Poor Connections and Connector Repairs in Wiring Systems.
Did you find and correct the condition?
Go to Step 10
Go to Step 8

7

Repair the short to battery positive voltage in the A/T shift lock control solenoid supply voltage circuit. Refer to Circuit Testing and Wiring Repairs in Wiring Systems.
Did you complete the repair?
Go to Step 10
--

8

Replace the automatic transmission shift lock control switch. Refer to Stop Lamp Switch Replacement in Lighting Systems.
Did you complete the replacement?

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1 Answer

I have a 1991 Toyota Camry 4 cylinder automatic transmission. I was driving about 10 mph when it just stopped moving. The engine starts and runs fine but when I put it in drive or reverse it won't drive....


You have internal problems with it. Clutches are bad, or could be a hard part broken. The grinding is from the inside of the transmission turn and you put it in park. This is a normal sound, if you were driving and slammed it in park. Except your not moving.

Dec 30, 2014 | Cars & Trucks

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Wiring diagram 4age 16v


Cam sensor, Crank sensor or the ECU may be faulty. A diagnostic test will pinpoint what is faulty.

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What is the cylinder order for a 4 cylinder toyota camry


It is 1-3-4-2 with No 1 being at the timing belt and crank pulley end.

Jun 09, 2014 | 2001 Toyota Camry

1 Answer

1986 mr2 used up a full tank in 5 days


wow, i love MR2, sell it to me.... lust..... sorry.......
USA Car?????????
its sucking fuel, can be lots of things
got the FSM yet?, keeping a very old car like this going without the big book is near impossible...... really... why work blind>?
you got the 4A non turbo engine>?

1.6 L 4A-GE DOHC I4 (AW11)

wiki (USA)
As a power plant, Toyota chose to use the naturally aspirated 4A-GE 1,587 cc inline-four engine, a dual overhead-cam, four-valve-per-cylinder motor.[5] This engine was also equipped with DENSO electronic port fuel injection and a variable intake geometry ("T-VIS"), giving the engine a maximum power output of 112 hp

first what engine then what fuel injection.
Study the Denso system first, then trouble shoot.
If I had this, car i'd :
1: make brakes perfect.
2: fix all fuel leaks, every inch checked,!!!! top reason for midengine car fires...
3: compression on all cylinders (WOT) 150PSI or more.
4: full tune up with all fluids. really !
5: i'd then check all the EFI sensors and have the the injectors pro cleaned off car, (sonic cleaned)
6: engine thermosat holding water temp at 180F or more steady!!!
7: back flush every inch of cooling system and sub parts.

after all that id diagnose it.
starting with fuel pressure tests , all 6 of them.
ask.

TSB's the update MR2 engine signal (spark) generators (sensor)
old ones are no good.
bid away
http://www.ebay.com/itm/1986-Toyota-MR2-Manuals-/181281489430?pt=US_Nonfiction_Book&hash=item2a35380216


Dec 15, 2013 | Toyota MR2 Cars & Trucks

1 Answer

Mr2 wastes to much gas


i love this car. sell me your car. 1986 right>? no supercharger option.

i think i already posted to this.

IS the check engine light on, key on then go out running? no?

ill list the causes. (simple ) for the 50 reasons or better all tests, ask.

1: never tuned up. this decade or last 60k miles

2: thermostat missing or bad, frigid EFI sucks fuel like crazy .

3: too high fuel pressure.

4: ECT fibbing (bad) engine temp sensor , 300 ohms hot?

5: IAT ,same. (small mpg loss)

6: engine bad (low compression on 1 or more...cyl)

7: in limphome, yes, use the jumper wire and see the DTC flash codes. TWIN CAM Engine , right?, way advanced for 1986

8: air cleaner filthy. see tune up.

9: injectors leak or are clogged.

10: 02 sensor stuck at 0 volts. (forces max rich)

11: this car has an air flow meter, on front of intake, they get funky after 27 years. of flapping.

12: 02 sensor heater is dead. page FI-122 in FSM. 5 to 6 ohms.



stop.

this is twin cam engine, with Denso EFI, a nice early EFI, in fact

way ahead of others at this time.

that makes it easy to understand, its like todays cars.

see? do you need a free FSM. we have it?



most cars I restore this old fail all 12 above. all.

bad sensors. bad injectors (pro clean them at $20 each) ask)

bad fuel pressure regulator



there are simple test. for each, fail. all car covered in the very

good toyota, book,, each part.



what i do ,once tuned,up,

i check that coolant hits and holds 180F or more. Pyro gun (IR)

it must, if not will suck gas bad !

i like to cut corners, in test (mil training)

i like to do binary searches, (jump to middle of system and work to fail point)

saves time and pain.

I check that the engine runs in closed loop first.

page FI-120 in the FSM.

if it dont, the engine will suck fuel. this is an 0s sensor test.

i do it at IDLE and at 2500 rpm as the book shows. (in neutral)

see my logic here. i check for perfect closed loop operation.

I start with a new 02 sensor, if the prev. owner never did service.

if the new O2 is stuck at 0v or .9v , i work that.



see how that takes you to the actual problem fastest?



it does.



do ask questions, we can answer each.

how to diagnose, or do any test in the FSM.

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1 Answer

My x type 3.0 has fault readingP1647 could you tell me what this means please


OBDII DTC

P1001 Key on engine running unable to complete; key on engine running aborted

P1100 Mass air flow sensor intermittent

P1101 Mass air flow sensor out of self test range

P1104 Mass Airflow (MAF) Sensor Ground Circuit Malfunction

P1107 Left MAP Sensor Circuit

P1108 Right MAP Sensor Circuit

P1112 IATS Circuit High Voltage

P1113 IATS Circuit Low Voltage

P1121 Pedal Position Sensor Circuit A Range/Performance

P1122 Pedal Position Sensor Circuit A Low Voltage

P1123 Pedal Position Sensor Circuit A High Voltage

P1137 No Rear HO2S Response

P1138 No Rear HO3S Response

P1157 No Rear HO2S Response

P1158 No Rear HO3S Response

P1171 All Cylinders Too Lean

P1172 All Cylinders Too Rich

P1176 Adaptive Fuel Metering Trim Too Lean

P1177 Adaptive Fuel Metering Trim Too Rich

P1178 Adaptive Fuel Metering Trim Too Lean

P1179 Adaptive Fuel Metering Trim Too Rich

P1187 Both Front HO2S Heater Circuits (High Resistance)

P1188 Both Front HO2S Heater Circuits (Open Short to Ground High Resistance)

P1190 Both Front HO2S Heater Circuits (High Battery Voltage Short to Voltage)

P1193 Both Front HO2S Heater Circuits (High Resistance MAF Sensor Fault)

P1194 Both Front HO2S Heater Circuits (Open Short to Ground High Resistance)

P1196 Both Front HO2S Heater Circuits (High Battery Voltage Short to Ground)

P1198 Fuel Level Sensor (High Voltage)

P1199 Fuel Level Sensor (Low Voltage)

P1201 No. 1 Fuel Injector

P1202 No. 2 Fuel Injector

P1203 No. 3 Fuel Injector

P1204 No. 4 Fuel Injector

P1205 No. 5 Fuel Injector

P1206 No. 6 Fuel Injector

P1221 Pedal Position Sensor Circuit B Range/Performance

P1222 Pedal Position Sensor Circuit B Low Voltage

P1223 Pedal Position Sensor Circuit B High Voltage

P1224 Electronic Throttle Control Position Error

P1226 Mechanical Guard Circuit Range Performance

P1227 Mechanical Guard Circuit Low Input

P1228 Mechanical Guard Circuit High Input

P1229 Throttle Control Circuit Malfunction

P1230 Fuel Pump Relay Malfunction

P1235 VSV 1 Circuit Range/Performance

P1236 VSV 1 Vacuum Circuit Failure

P1237 VSV 2 Atmosphere Circuit Failure

P1238 VSV 3 Release Circuit Failure

P1240 Throttle Position Sensor Voltage Malfunction//Sensor Reference Voltage Low (Throttle

Fuel Tank Pressure)

P1241 Throttle Position Sensor Voltage Low Input//Reference Voltage Low (Throttle Fuel

Tank Pressure)

P1242 Throttle Position Sensor Voltage High Input

P1243 Throttle Position Sensor Ground Malfunction

P1245 Crank Signal Low Input

P1246 Crank Signal High Input

P1313 Misfire Catalyst Damage Bank No. 1

P1314 Misfire Catalyst Damage Bank No. 2

P1315 Misfire Excess Emissions

P1316 Misfire Rate Above Limit

P1335 Crankshaft Position Sensor Circuit

P1336 Camshaft Position Sensor (CMP) Circuit Performance

P1361 Ignition Coil Primary Circuit (Cylinder No. 1)

P1362 Ignition Coil Primary Circuit (Cylinder No. 2)

P1363 Ignition Coil Primary Circuit (Cylinder No. 3)

P1364 Ignition Coil Primary Circuit (Cylinder No. 4)

P1365 Ignition Coil Primary Circuit (Cylinder No. 5)

P1366 Ignition Coil Primary Circuit (Cylinder No. 6)

P1367 Ignition Monitor (Bank A)//Ignition System Failure Group 1

P1368 Ignition Monitor (Bank B)//Ignition System Failure Group 2

P1371 Early Activation Ignition Coil (Cylinder No. 1)

P1372 Early Activation Ignition Coil (Cylinder No. 2)

P1373 Early Activation Ignition Coil (Cylinder No. 3)

P1374 Early Activation Ignition Coil (Cylinder No. 4)

P1375 Early Activation Ignition Coil (Cylinder No. 5)

P1376 Early Activation Ignition Coil (Cylinder No. 6)

P1392 Variable Valve Timing Solenoid A Low Input

P1393 Variable Valve Timing Solenoid A High Input

P1396 Variable Valve Timing Solenoid B Malfunction

P1397 Variable Valve Timing Solenoid B Low Input

P1398 Variable Valve Timing Solenoid B High Input

P1400 EGR Valve Position Circuit (Valve Sticking Open or Short)

P1401 EGR Valve Position Circuit (Open Short to Ground)

P1408 EGR Temperature Sensor Circuit

P1409 EGR Valve Circuit

P1440 EVAP Purge Valve Open

P1441 EVAP Valve Circuit

P1443 EVAP Valve Circuit

P1447 EVAP Valve Circuit

P1448 EVAP Valve Circuit

P1454 EVAP System

P1474 Charge Air Coolant Pump Relay

P1475 Radiator Fans Slow Malfunction

P1476 Radiator Fans Fast Parallel Circuit Malfunction

P1506 Idle Speed Control Circuit (Low RPM; Bank B)

P1507 Idle Speed Control Circuit (High RPM; Bank B)

P1508 Idle Speed Control Circuit

P1509 Idle Speed Control Circuit

P1512 Throttle Position Sensor Idle Switch Sense Circuit

P1513 Throttle Position Sensor Idle Switch Sense Circuit

P1514 Park/Neutral Position Switch High Load Neutral/Drive

P1516 Gear Change Park/Neutral Malfunction

P1517 Engine Cranking Park/Neutral Malfunction

P1607 MIL Output Circuit

P1608 Automatic Transmission

P1609 Internal ECM Error

P1641 Fuel Pump Relay No. 1

P1646 Fuel Pump Relay No. 2

P1739 Automatic Transmission

P1775 Transmission Control Module MIL Circuit

P1776 Torque Reduction Request Signal

P1777 Torque Reduction Circuit

P1780 Automatic Transmission

P1781 Automatic Transmission

P1782 Automatic Transmission

P1783 Automatic Transmission

P1785 Automatic Transmission

P1790 Automatic Transmission

P1791 Automatic Transmission

P1792 Automatic Transmission
P1794 Automatic Transmission

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2 Answers

2004 Pontiac sunfire shifter gets stuck in "park" when cold.


Automatic Transmission Shift Lock Control Description and Operation
The automatic transmission shift lock control system is a safety device that prevents an inadvertent shift out of PARK when the engine is running. The driver must press the brake pedal before moving the shift lever out of the PARK position. The system consists of thew following components:
• The automatic transmission shift lock control solenoid
• The body control module (BCM)
• The powertrain control module (PCM)
With the ignition in the ON position, battery positive voltage is supplied to the automatic transmission shift lock control solenoid. The automatic transmission shift lock control solenoid receives a ground from the BCM. When the automatic transmission shift lock control solenoid is energized, the shift lever mechanically locked in the PARK position. When the driver presses the brake pedal the PCM sends a class 2 serial data message to the BCM. The BCM turns OFF the ground control circuit and this de-energizes the automatic transmission shift lock control solenoid. When the automatic transmission shift lock control solenoid is de-energized, the shift lever may be moved out of the PARK position. The BCM determines transaxle shift lever position through a class 2 serial data message from the PCM. The PCM receives inputs from the park/neutral position switch and determines shift lever position. When the BCM receives this information and determines that the shift lever is out of the PARK position, the automatic transmission shift lock control solenoid ground is opened.

Do you know what a DTC is ? Diagnostic trouble code !

DTC B2708
The body control module (BCM) controls the automatic transmission shift lock control solenoid. Positive voltage is supplied via the ignition 1 voltage circuit to the automatic transmission shift lock control solenoid. The BCM controls the ground circuit of the automatic transmission shift lock control solenoid . When the brake pedal is depressed, the BCM removes the ground allowing the solenoid to disengage. This action allows the vehicle to be shifted out of the PARK position.
Conditions for Running the DTC
DTC B2707

Your best bet mite be to have a qualified repair shop check it .

Jan 15, 2018 | 2004 Pontiac Sunfire

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