Question about Volvo 850
2-1-4OKAY,vehicle sputters at about half throttle used the obsd it gave me the code 2-1-4 (vss signal intermittent) did all the tests my manual said to do after two hours everything was in spec. I was wondering if any one knew what the ohms reading for the coil? (buying a knew vss tomorrow just in case that is the problem)
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Posted on Jan 02, 2017
Its not likley to be an injector fault.the air mass meter is far more common.if you unplug it it defaults to a average value and should improve the way it runs if that is the problem.
Posted on May 21, 2009
It doesn't sound like a ground, but there does exist an engine to body ground strap the gets forgotten quite often. It is located at the rear of the engiine going from an intake manifold bolt tothe firewall. Check the charging voltage of the alternator at the battery posts. The charging rate should be between 13.6 to 14.2v. Remember this, The higher the voltage the lower the amps In turn the lower the voltage the higher the amps. If the alternator is charging at 14v, it should drop towards 13,even as low as 12v, depending on the battery and accessory loads.At 12v, the alt is pouring out some serious amps and running hard. This is not good for the alternator. That's the reason for 13.6 being nominal. If the alt puts out 15v, this is also harmful. Although you aren't getting the amps, the high voltage will burn up things designed to run on 12v, Like lights and radios, relays and such. I hope all this makes sense to you and is of help. Check the eng to firewall grd, Ck your charging voltage and give your battery ground a second once over at both of the cable ends, loosening the bolt on the engine end and making sure its clean. Checking the + connection wouldn't hurt. Good Luck, Ned. Let me know, k?
Posted on Oct 06, 2009
Testimonial: "Hey thank you for the help. It was the ground from the intake to firewall. Truck runs like a champ."
SOURCE: ford f-150 ignition coil testing
get them from auto zone change them out one at a time . after each one start up and see if it makes a difference or not . you can always take them back.
Posted on Jan 01, 2010
You can check the input voltage at each coil. This way you make sure you have the proper amount to operate. Disconnect the six ignition coil connections. Turn the ignition key on. Check the voltage at Cyl #1 B/Y wire, Cyl#2 B/U wire,Cyl #3 B/O, Cyl#4 B/G, Cyl#5 B/R, Cyl#6 B/W and ground. It should be 10.5V or higher. If not,you need to find the cause of the voltage drop.
If ok, you can test the resistance of each coil. At the coil,measure the resistance across the primary windings.It should measure between 0.50 Ohms ans 1.00 Ohms.
I hope this information is helpful.If you need anything else,don't hesitate to ask. Thanks,Chuck.
Posted on Jan 02, 2010
Testimonial: "This is a great service you guys provide, keep up the good work. Thanks pablo "
I'm sorry, I have to ask, this is an automatic right? That out of the way, Does the trans shift different when you drove it with the Vss unplugged when you had the ohm meter on it? 8.5 volts? Something sounds wrong here. I'll have to look up the wiring diagram before I can say thats a bad reading but it should be battery voltage (14 volts running) or 5 volts?
Posted on Jul 08, 2010
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Refer to Intermittent Conditions before starting.
Search for bulletins.
Observe the owners driving habits.
Test the fuel system circuits for proper operation. Refer to Fuel Pump Electrical Circuit Diagnosis .
Test for low fuel pressure. Refer to Fuel System Diagnosis .
Inspect for fuel contamination. Refer to Alcohol/Contaminants-in-Fuel Diagnosis .
Inspect for fuel in the pressure regulator vacuum hose.
Ensure each injector harness is connected to the correct injector/cylinder.
Inspect for any items which may cause an engine to run rich, long term fuel trim is significantly in the negative range. Refer to Diagnostic Aids for DTC P0172 .
Inspect for any items which may cause an engine to run lean, long term fuel trim is significantly in the positive range. Refer to Diagnostic Aids for DTC P0171 .
Test for conditions which cause an incorrect idle speed.
Throttle body tampering, excessive deposits, or damage--Refer to Fuel System Description .
Restricted air intake system
Large vacuum leak
Inspect the air intake ducts for being collapsed, damaged areas, looseness, improper installation, or leaking especially between the MAF sensor and the throttle body.
Inspect crankcase ventilation valve for proper operation.
Inspect the throttle position (TP) sensor and related wiring. Refer to DTC P0123 .
Monitor the 24X crank sensor and the CMP sensor signal present parameters on the scan tool. If both are not responding, test the sensor feed circuit. Both sensors use a separate feed circuit but are internally connected to power. Test all CKP sensor A and CMP sensor circuits for intermittents. Refer to Testing for Intermittent Conditions and Poor Connections in Wiring Systems.
Monitor the 3X parameter on the scan tool. If the 3X is not responding, inspect the CKP sensor B and circuits for intermittents. Inspect the ignition control (IC) circuit, IC timing control circuit, low resolution engine speed signal circuit and the low reference circuit for intermittents. If these circuits become open, or shorted, they may not set a diagnostic trouble code (DTC) immediately, but are capable of causing driveability complaints. Refer to Testing for Intermittent Conditions and Poor Connections in Wiring Systems.
Test the exhaust gas recirculation (EGR) system for proper operation. Refer to Exhaust Gas Recirculation (EGR) System Description .
Inspect the Transaxle Range Switch input with the vehicle in drive and the gear selector in drive or overdrive
Inspect for proper ignition voltage output using the following steps:
Attach the J 26792 Spark Tester to engine ground.
Connect the spark plug end of the spark plug wire to the J 26792 . Leave the other end of the spark plug wire connected to the coil being tested.
Connect the spark plug end of the companion spark plug wire to ground. The companion spark plug wire is the wire attached to the corresponding coil tower.
Crank the engine while observing the J 26792 . A spark should be observed.
Repeat the above steps for each coil.
If spark is not present at the coils, inspect for the following conditions:
Coils--Cracks, carbon tracking/arcing, or a resistance value outside the specified range
5000-8000 ohms (5K-8K ohms)
Spark plug wires--Signs of arcing, cross firing, cracks, carbon tracking, plug boot damage, pinched, improper routing, or a resistance value outside the specified range
Spark Plug Wire Resistance
9 686 ohms per meter (3,000 ohms per foot)
Important: : Spraying the secondary ignition wires with a light mist of water may help locate an intermittent problem. Ignition voltage will arc to ground when a secondary component is faulty.
Defective ignition module
Ignition system wiring--Loose ignition module feed or ground connection, or damaged system wiring
Remove spark plugs and inspect for the following conditions:
Burned or damaged electrodes
Improper heat range or reach
If spark plugs are gas or oil fouled, the cause of the fouling must be determined before replacing the spark plugs. Refer to Spark Plug Inspection .
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The vehicle speed sensor is made up of a coil mounted on the transmission and a tooth rotor mounted to the output shaft of the transmission. As each tooth nears the coil, the coil produces an AC voltage pulse. As the vehicle speed increases the number of voltage pulses per second increases.
See Figure 1
Fig. Fig. 1: Vehicle Speed Sensor (VSS) and vehicle speed signal buffer wiring diagram
REMOVAL & INSTALLATION
See Figure 2
Fig. Fig. 2: Vehicle Speed Sensor (VSS) location
Oct 13, 2010 | 1994 Chevrolet C1500
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