Question about 2007 Chevrolet Impala LS Sedan New Cars

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The stabilising action and the brake-servo boost are no longer available

I cant exceed 120 speed at the last gear 6

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  • Chevrolet Master
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Possible vacuum leak? Check with vacuum gauge.

Posted on Jan 03, 2015

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6ya6ya
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Posted on Jan 02, 2017

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Turbo not boosting opel corsa 1.7dti club bakkie


In the old days the turbo would boost as soon as the engine speed was sufficiently high and any over pressure would be dumped by a relief valve or controlled by a wastegate.



In these modern times of electronics the turbo wastegate is normally open instead of normally closed so there is no automatic boost. The engine management system decides when there will be boost and how much boost there will be.



Turbo chargers are amazingly reliable unless they are abused or there has been foreign matter ingress. When looking for the cause of no boost it is wise to disconnect the intake trunking and turn the compressor vanes by hand to ensure all is well.



Disconnect the vacuum line to the wastegate servo and apply suction to the servo to ensure the servo, the linkage and wastegate is moving and in good order.



The next stage is to examine the vacuum line and connections back to source and then ensure the vacuum supply is adequate.



If all is found to be well with those physical checks the cause of no boost is either the failure of one of the vacuum switches (or the electrical wiring or connections to them) or a fault condition exists that has caused the engine management to decide not to provide turbo boost.



In that case diagnostic equipment will be needed.

May 21, 2016 | Opel Cars & Trucks

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Mack Fault Codes List


FAULT CODE IDENTIFICATION TABLE - VMACIII - 1998 & NEWER
1-1 Engine Oil Pressure Sensor
1-2 Barometric Pressure Sensor
1-3 Fuel Temperature Sensor
1-4 Ambient Air Temp Sensor
1-6 Starter Input
1-7 Engine Coolant Level
1-8 (ASET CEGR) Estimated % Fan Speed
1-10 Aux. Cooling Relay Output
2-1 Engine Coolant Temp Sensor
2-2 (ASET IEGR) Boost Air Pressure Sensor
2-2 (ASET CEGR) Boost Air Pressure
2-3 Intake Air Temp Sensor
2-4 Trans Oil Temp Sensor
2-5 Front Drive Axle Oil Temp Sensor
2-6 Rear Drive Axle Oil Temp Sensor
2-7 Engine Oil Temp Sensor
2-8 (ASET CEGR) Combustion Air Temperature
2-9 (ASET CEGR) Combustion Air Temp Sensor
3-1 Exhaust Temperature Sensor
3-2 Engine Speed Sensor
3-3 Redundant Engine Speed
3-4 Engine Position Sensor
3-5 Engine Brake Output #1
3-6 Engine Brake Output #2
3-8 Trans Splitter Position
3-10 (ASET CEGR) Engine Brake Output #3
4-1 Vehicle Speed Sensor (VSS)
4-2 Fan Clutch Output
4-3 Auxiliary Output #1
4-4 Auxiliary Output #2
4-5 (ASET IEGR) Wastegate Output
4-5 (ASET CEGR) VTG Position Sensor
4-6 Tachometer Output
4-7 Speedometer Output
4-8 Customer Defined Statement
4-9 (ASET CEGR) EGR Valve Mechanism
5-1 Throttle Position Sensor
5-2 Throttle Position Sensor Reference Voltage
5-3 Engine Shutdown Lamp/Alarm
5-5 Electronic Malfunction Lamp
5-6 Spare Relay #3
5-7 Engine Oil Level
5-8 (ASET CEGR) EGR Temperature
5-9 (ASET CEGR) EGR Mass Flow
6-1 Fuel Level
6-2 (ASET CEGR) Turbocharger Speed
6-3 J1708/J1587 Link
6-4 J1939 Link
6-5 All Communication Lost - Engine Shutdown
6-6 Fuel Control Module
6-7 Power Relay
6-8 J1939 Link
6-9 Other ECU Affecting Operation
7-1 Service Brake Switch
7-2 Parking Brake Switch
7-3 Speed Control SET Switch
7-4 Speed Control RESUME Switch
7-5 Battery / Alternator Voltage
7-6 Switched Voltage
7-7 Exhaust Temp Reference
7-9 VTG Actuator
8-1 Electronic Unit Pump #1
8-2 Electronic Unit Pump #2
8-3 Electronic Unit Pump #3
8-4 Electronic Unit Pump #4
8-5 Electronic Unit Pump #5
8-6 Electronic Unit Pump #6
8-9 Solenoid Boost Voltage
9-1 Transport Protocol
9-2 Power Reset Without Key Switch
9-3 (ASET CEGR) Aftercooler Outlet Temperature
9-5 (ASET CEGR) Compressor Discharge Temp
9-8 (ASET CEGR) Auxiliary Output Device #1
9-9 (ASET CEGR) Auxiliary Output Device #2
9-10 (ASET CEGR) Auxiliary Output Device #3
10-1 (ASET CEGR) Internal Sensor Voltage
10-2 (ASET CEGR) 5 Bolt Supply
10-3 (ASET CEGR) Sensor Supply Voltage #1
10-4 (ASET CEGR) Sensor Supply Voltage #2
10-5 (ASET CEGR) Fuel Filter Differential Pressure
10-6 (ASET CEGR) Fuel Delivery Pressure
10-7 (ASET CEGR) Odometer Save Area Failure
10-8 (ASET CEGR) GPS Position Data Not Received
10-9 (ASET CEGR) Watchdog Timer Reset


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on Dec 20, 2016 | Cars & Trucks

2 Answers

What are the probable causes of DTCs C1226, C1222, C1221, C1233, C1232, C1291, P1106, and P1887?


DTC C1221 LF Wheel Speed Sensor Input Signal is 0
C1222 RF Wheel Speed Sensor Input Signal is 0
DTC C1226 RF Excessive Wheel Speed Variation
DTC C1232 LF Wheel Speed Circuit Open or Shorted
DTC C1233 RF Wheel Speed Circuit Open or Shorted
DTC C1291 Open Brake Lamp Switch Contacts During Deceleration
DTC C1291 detects an open brake switch. The EBCM looks for deceleration rates that may indicate braking action. The EBCM verifies braking action by repeating the method for finding deceleration rates that indicate braking action several times. In each case, the ABS will not be available because the EBCM does not see the brake switch input.
DTC P1106 Manifold Absolute Pressure (MAP) Sensor Circuit Intermittent High Voltage
DTC P1887 TCC Release Switch Circuit (3.4L)
DTC P1887 TCC Release Switch Circuit (2.4L)
The torque converter clutch (TCC) release switch is part of the automatic transmission fluid pressure (TFP) manual valve position switch. The TFP manual valve position switch is mounted to the transmission valve body. The TCC release switch is normally-closed.
The switch signals the PCM that the TCC is released. This is accomplished by torque converter release fluid pressure acting on the switch contact, thus opening the switch. When the voltage is high on the circuit, the PCM recognizes that the TCC is no longer engaged.
When the PCM determines that the TCC release switch is open (indicating that the TCC is not applied) and the TCC slip speed indicates that the TCC is applied, then DTC P1887 sets. DTC P1887 is a type B DTC.
You have all kind of problems , I suggest you take this to a qualified ASE certified repair shop that has the diagnostic tools to trouble shoot an repair the vehicle . Electrical testing is a must with open circuits an shorts ,plus hooking up a scan tool that reads sensor data .Not just a code reader like at the parts store . This video he has a Chrysler vehicle ,doesn't matter . Test is the same for all make an models !

How to test digital ABS wheel speed sensor

Sep 21, 2015 | 1999 Pontiac Grand Am GT

2 Answers

Problems with ford


And all it takes is to read the fault codes to determine what is wrong electronically. As for fuel economy -Fords have a problem with the hand brake action dragging on the rear brakes from seizing up from the weather. SO you course of action should be to read the fault codes and fix any sensor/solenoid/ servo found faulty
Have the brakes check out to ensure that there are no pads dragging. And have a pressure test done on the transmission to check for internal problems Have the bands and clutch packs adjusted and the oil changed

Jan 09, 2014 | Cars & Trucks

1 Answer

1998 dodge dakota 5.2L V8, I have 2nd and 3rd gear only with automatic transmission.


In the 1998 Dodge Dakota 5.2L V8 if you have only 2nd and 3rd gear with the auto transmission, the solenoid inside for shifting down to 1st gear is not functioning correctly.

A complete transmission rebuild is indicated in this situation, where all of the clutches and solenoids that are bad are replaced.

This involves tearing down the transmission after removing it from the vehicle, and; rebuilding it from the ground up.

Try to find a local transmission repair shop where they are certified to do this kind of work.
----
A basic description of the problem follows:
Servos/Accumulators The servos are hydraulic pistons and cylinders. They resemble the hydraulic actuators used on many other machines, such as bulldozers. Hydraulic fluid enters the cylinder, under pressure, and forces the piston to move to engage the band or clutches.
Servo operation tccs7015.gif

The accumulators are used to cushion the engagement of the servos. The transmission fluid must pass through the accumulator on the way to the servo. The accumulator housing contains a thin piston, which is sprung away from the discharge passage of the accumulator. When fluid passes through the accumulator on the way to the servo, it must move the piston against spring pressure, and this action smoothes out the action of the servo.
Hydraulic Control System The hydraulic pressure used to operate the servos comes from the main transmission oil pump. This fluid is channeled to the various servos through the shift valves. There is generally a manual shift valve, which is operated by the transmission selector lever, and a shift valve for each up shift the transmission provides.
Most automatic transmissions are electronically controlled; electrical solenoids are used to control the hydraulic fluid. The shift solenoids are regulated by an electronic control module. Shift timing is regulated through sensor feedback information provided to the electronic controller.
On older transmissions there are two pressures that control the shift valves. One is the governor pressure which is affected by vehicle speed. The other is the modulator pressure which is affected by intake manifold vacuum or throttle position. Governor pressure rises with an increase in vehicle speed, and modulator pressure rises as the throttle is opened wider. By responding to these two pressures, the shift valves cause the up shift points to be delayed with increased throttle opening to make the best use of the engine's power output.
Older transmissions also make use of an auxiliary circuit for downshifting. This circuit may be actuated by the throttle linkage, vacuum that actuates the modulator, or by a cable or solenoid. It applies pressure to the downshift surface on the shift valve or valves.
The transmission modulator also governs the line pressure, used to actuate the servos. In this way, the clutches and bands will be actuated with a force matching the torque output of the engine.
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Aug 17, 2010 | 1998 Dodge Dakota

1 Answer

03 dodge caravan, 105,000 miles, 2.4L transmission will shift in all gears but will not go into overdrive from 3rd gear. when it does shift to overdrive i try to speed up on the gas and it shifts back into...


I'm afraid that the transmission's O/D solenoid malfunctioning or kick down cable may be misadjusted if so equipped.

looking at a rebuilt transmission if you plan to keep the Caravan.

Or, alternatively, could get a low mileage transmission from a salvage yard and have it installed.

----
Servos/Accumulators The servos are hydraulic pistons and cylinders. They resemble the hydraulic actuators used on many other machines, such as bulldozers. Hydraulic fluid enters the cylinder, under pressure, and forces the piston to move to engage the band or clutches.
Servo operation tccs7015.gif

The accumulators are used to cushion the engagement of the servos. The transmission fluid must pass through the accumulator on the way to the servo. The accumulator housing contains a thin piston, which is sprung away from the discharge passage of the accumulator. When fluid passes through the accumulator on the way to the servo, it must move the piston against spring pressure, and this action smoothes out the action of the servo.
Hydraulic Control System The hydraulic pressure used to operate the servos comes from the main transmission oil pump. This fluid is channeled to the various servos through the shift valves. There is generally a manual shift valve, which is operated by the transmission selector lever, and a shift valve for each up shift the transmission provides.
Most automatic transmissions are electronically controlled; electrical solenoids are used to control the hydraulic fluid. The shift solenoids are regulated by an electronic control module. Shift timing is regulated through sensor feedback information provided to the electronic controller.
On older transmissions there are two pressures that control the shift valves. One is the governor pressure which is affected by vehicle speed. The other is the modulator pressure which is affected by intake manifold vacuum or throttle position. Governor pressure rises with an increase in vehicle speed, and modulator pressure rises as the throttle is opened wider. By responding to these two pressures, the shift valves cause the up shift points to be delayed with increased throttle opening to make the best use of the engine's power output.
Older transmissions also make use of an auxiliary circuit for downshifting. This circuit may be actuated by the throttle linkage, vacuum that actuates the modulator, or by a cable or solenoid. It applies pressure to the downshift surface on the shift valve or valves.
The transmission modulator also governs the line pressure, used to actuate the servos. In this way, the clutches and bands will be actuated with a force matching the torque output of the engine.
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Aug 09, 2010 | 2003 Dodge Caravan

1 Answer

Does this car require ceramic brake pads?


NO it does not require ceramic brakes. The ceramic brakes are just a different option to the type of brake pads available out on the market.
The ceramic brakes uses ceramic which helps keep the wheels cleaner. Ceramic brakes has less brake dust then conventional brake pads like the Semi metallic brake pads which leave more brake dust on the the wheels.
Note though that ceramic brake pads are harder and last longer with less brake fade then the conventional brake pads. The only thing about the ceramic is that they don't work as good as the conventional brake pads till the heat up during hard braking.
In short the difference between the two, ceramic last longer but you go through replacing your rotor every time you replace your brake pads and there is no brake fade but weak till they heat up.
Semi Metallic brake pads almost last as long, and leave more coating of brake dust on your wheels. Your rotor will last longer and great brakes and will have a slight brake fade when over heated from hard stopping from hight speeds.
Thank you for using fixya and be safe.

May 17, 2010 | 1998 GMC Jimmy

1 Answer

Stalls or wants to turn off when pushing brakes


Check for vacuum leak within power brake servo unit.
Remove vacuum hose from brake servo and block off the open vacuum line from the engine. Check that engine then runs normally when brakes applied.
Do not drive the vehicle with the vacuum servo disconnected, as the brakes may not be effective. - The pedal pressure required to apply the brakes effectively may exceed your capabilities.

If the brake booster servo diaphragm is leaking it will need to be replaced/repaired.

Nov 03, 2009 | 1991 Honda Accord

1 Answer

Automatic transmission problem


Your vehicle should have the A4LD trans.Some of those small Bronco's had C-5....3 speed,lockup trans in them.If yours is indeed the O.Drive trans,4th gear in that trans is totally mechanical and hydraulic control.The only electricals in that year trans is lockup apply inside the torque convertor,and that happens after the 3-4 upshift.Later version DID have a solenoid for 4th gear.4th gear consists of the Forward clutch pack applied,and the front band,or O.D. band.This band is applied with a servo piston.It is a steel core piston with a pin and a rubber bonded covering with molded in lip seals.These servos are known for the rubber hardening,and no longer applying the band.Sometimes the band gets burnt to the point of no good,but installing a new piston is possible without removing the trans.Other than the servo piston,or without checking the valves in the valvebody,pretty much the trans would have to come out and be inspected.Good luck.j

Jun 25, 2008 | 1985 Ford Bronco II

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