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The digital read out says HI on wire speed and Lin on voltage

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My heat in my 02 chrysler voyager will not blow out heat on high but will when its on low

I looked at info for manual ac, front blower motor. See the two wires on front blower motor, the top wire is voltage, the bottom wire is ground. Hi speed doesn't use a resistor, see the dark blue wire with gray tracer, that is a ground wire for hi speed. Usually with this electrical circuit, if voltage on both wires, there is no hi speed ground. Could be problem with wiring circuit or maybe the control module?
I can only help with testing, you have to do the testing. I don't know if there would be any applicable trouble codes for this?

Nov 04, 2016 | Chrysler Cars & Trucks

2 Answers

Electrical problems headlights come on and so do whipers automatically

This problem is being caused by a switch called the multifunctional switch. This switch is located in the steering colum . This switch controls the wipers ,turn signal and low and high beam. Replace the the switch and this should fix your problem. FYI check the connectors that go to the switch for burn marks. If burned repair the connector also.
Hope this helps ! Mr Toofix.

Jan 27, 2014 | 2009 Jeep Wrangler Unlimited X

1 Answer

Chev s-10 Speedometer and odometer doesn't work. replaced Veh Spd Sensor, Service engine lite still on, Replaced Cluster still not working, Computer shows no VSS, and most sensors not ready after several...

Try this- pick the truck up off the ground high enough to safely keep the drive wheels from touching the ground. Get underneath the truck with a digital multimeter. Set your meter to Volts AC. Unplug the two-wire plug from your vehicle speed sensor, and connect the leads from your meter directly to the Vehicle Speed Sensor on the transmission. Have someone start the truck up and put it in drive, and carefully, slowly let their foot off the brake. Once the wheels start spinning, you should see an AC voltage reading at the sensor on your meter. The voltage will increase with speed, and decrease as the wheels slow down. If you've got that much, the sensor and reluctor ring in the transmission are okay, and you're going to need to find out why the wires aren't sending the signal from the VSS to the PCM. The best way to find a broken wire is to unplug the VSS connector and pcm connector, and ohm out (measure the resistance) the wires end to end to find out if there's a broken or shorted wire between the two components. If you aren't getting an AC voltage reading off the sensor with the wheels spinning, then you've either got a problem with the sensor, or an internal problem in the transmission with the reluctor ring missing, broken, or loose.

Oct 13, 2013 | Chevrolet S 10 Cars & Trucks

1 Answer

2008 Jetta upstream O2 sensor

Right do you mean the wires to the O2 sensor from the loom or the wires from the plug to the sensor ,So i will explain what i know here and thats all i can do for you.On our europeon motors their is a 4 and 3 wire O2 sensor type,now on the sensor side of the plug their will be two wires the same colour normally white or gray ,these two wires are the heater circuit so should show a resistance with a meter ,now the coresponding two wires in the loom plug should read 12v with the plug disconnected ignition on .Now the other two wires are for the readings so push a pin through each cable and then with engine running plug connected you should read 0-point something which varies with engine speed somewhere between point 7 to point 2 varying with speed .if it stays around the point 4 mark then replace as its not working correctly ,you should be able to read the voltages with a code reader though

Jun 05, 2013 | Cars & Trucks

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2000 Cadillac deville brake abs trac control lights on. Code c1214 resets every time car is started after clearing.

follow the instruction and fix it. God bless you
When a wheel speed sensor (WSS) fails or there's a problem in the sensor's wiring circuit, it usually disables the ABS system and causes the ABS warning light to come on. Loss of a wheel speed signal is a serious problem because the ABS module needs accurate input from all its sensors to determine whether or not a wheel is locking up. Without this vital information, the ABS system can't do its thing.
Wheel speed sensors produce an alternating current (AC) output voltage that varies in frequency and amplitude with wheel speed. The faster the wheel turns, the greater the frequency and amplitude of the sensor's output signal. The strength of the signal can be affected by resistance in the sensor, resistance in the wiring and connectors, metallic debris on the end of the sensor, and the air gap between the sensor and tone ring mounted on the axle, hub, brake rotor, drum or CV joint.
A narrow air gap is usually necessary to induce a strong signal in the sensor's magnetic windings. Air gaps typically range from .016 in. to as much as .050 in. (0.40 to 1.3 mm) depending on the application. If the ABS warning light is on and you find a code for a wheel speed sensor (and the sensor is adjustable), the problem may be nothing more than too wide an air gap. Use a brass or nonmagnetic feeler gauge set the gap to the factory recommended specs.
Variations in the air gap can also cause fluctuations in the sensor's output signal. These may be caused by bad wheel bearings or missing, broken or chipped teeth on a tone ring. Even minor damage to the tone ring that's nearly impossible to see can sometimes cause a problem. One equipment supplier makes a test bench with a magnetic pickup and oscilloscope to check tone rings on remanufactured FWD axle shafts. The setup simulates the signal produced in a wheel speed sensor. Tests have shown that a variation in height of only about .010 inch on a single tooth can cause a noticeable fluctuation in the sensor's output signal!
One way to check a suspicious wheel speed sensor is to measure its output voltage. One way to do this is to plug a breakout box into the ABS module's wiring harness and attach the test leads from a digital volt ohm meter (DVOM) to the appropriate pins for the WSS circuit.
A good wheel speed sensor will generally produce an alternating current (AC) voltage reading of 50 to 700 MV when the wheel is spun by hand at about one revolution per second. Refer to a shop manual for the sensor's exact voltage specifications.
A low voltage reading or no reading calls for a direct measurement of the resistance in the WSS circuit (with the key off). This should be done through the breakout box to check the entire circuit. A good wheel speed sensor and circuit will typically have a resistance of 800 to 1400 ohms (specs vary, so refer to a manual for the exact numbers).
If the sensor circuit has too much resistance, reads open or is shorted (little or no resistance), measure the resistance across the sensor itself. If the sensor itself reads within specs, the problem is in the wiring or connectors. If not, then you have identified a bad sensor that needs to be replaced.


Oct 18, 2012 | Cadillac DeVille Cars & Trucks

1 Answer

1995 Chevy 2500 TBI 350 4X4 Long Box - 50K actual. when i started it, i lost the speedometer readings - ABS light came on and stayed on and stays in second hear and doesn't want to shift properly ...

Hi, it is likely your speed sensor has failed or the wiring is broken. The speed sensor is mounted near the rear of the transmission and has 2 wires attached. Check to see if the wires got pulled. If the wires look good, you can test the sensor if you have some jack stands to put under the back wheels. Make sure the transfer case is set to 2WD. Test procedures are pasted below. Please let me know if you have any questions, and thanks for using FixYa.


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

  1. To test the VSS, backprobe the VSS terminals with a high impedance voltmeter (set at the AC voltage scale).
  2. Safely raise and support the entire vehicle using jackstands. Make absolutely sure the vehicle is stable.
  3. Start the vehicle and place it in gear.
  4. Verify that the VSS voltage increases as the drive shaft speed increases.
  5. If the VSS voltage is not as specified the VSS may be faulty.


See Figure 2
  1. Disconnect the negative battery cable.
  2. Disengage the electrical connection.
  3. Unfasten the sensor retainers.
  4. Remove the sensor and gasket or O-ring.

To install:
  1. Install the sensor with a new gasket or O-ring.
  2. Fasten the sensor retainers.
  3. Engage the electrical connections.
  4. Connect the negative battery cable.


Fig. Fig. 2: Vehicle Speed Sensor (VSS) location

Sep 10, 2011 | Chevrolet 2500 Cars & Trucks

2 Answers

Ok, my blower was not working at all. It used to work on the 2 and 3 setting. I replaced the resistor nothing. Took out blower and hooked it up to 12 volts it came on. So I went and bought a new control...

the blower motor is going. It's drawing too much current and taking out the resistor pack. It has a thermal limiter that melts when the resister gets too hot. Repalce motor and resistor.

Dec 10, 2010 | Ford Focus Cars & Trucks

3 Answers

After changing fuel pump 2 days ago on my 97 pontiac gtp. it started idling high (2500rpm) then today after getting code p0102(maf sensor) and codes p0122-p0507-p1441 it died on way home and wont start. is...

You can test the MAF before replacing. It may be a problem with the circuit itself or just a fluke from another problem that is connected to this sensor.

There are two basic types of mass airflow sensors: hot wire and hot film. In the first type, a very thin wire (about 0.2 mm thick) is used as the heated element.
f27-31.gif Components of a hot wire-type mass airflow sensor. Courtesy of Ford Motor Company. The element temperature is set at 100° to 200°C above incoming air temperature. Each time the ignition switch is turned to the off position, the wire is heated to approximately 1,000°C for 1 second to burn off any accumulated dust and contaminants.
The second type uses a nickel foil sensor, which is kept 75°C above ambient air temperatures. It does not require a burn-off period and therefore is potentially longer lasting than the hot wire type.
A faulty MAF will cause driveability problems resulting from incorrect ignition timing and improper air/fuel ratios.
Vane-type MAF Sensors
A vane-type MAF sensor is found on many import and domestic vehicles with EFI. All intake air must flow through the sensor. Some MAF sensors are called volume air flow meters
  • Begin checking a vane-type MAF sensor by checking the voltage supply wire and the ground wire to the MAF module before checking the sensor voltage signal.
  • Always follow the recommended test procedure in the manufacturer's service manual and use the specifications supplied by the manufacturer.
  • Typically, to test the sensor, a digital multimeter (DMM) is used and set on a DC voltage scale. The negative meter lead is connected to ground and the red lead to the MAF signal wire.
f_32.44.gif A voltmeter connected to measure the signal from a MAF sensor. Reproduced with permission from Fluke Corporation.
  • Turn on the ignition switch and press the min/max button, if available, on the DMM.
  • Slowly push the MAF vane from the closed to the wide-open position, and allow the vane to slowly return to the closed position.
f_27.33.gif Move the MAF sensor air vane from open to close to test it. Reproduced with permission from Fluke Corporation.
  • Observe the maximum and minimum voltage readings as the vane was moved.
  • If the minimum voltage signal is zero, there may be an open circuit in the MAF sensor variable resistor.
  • When the voltage signal is not within the manufacturer's specifications, replace the sensor.
WARNING While pushing the mass air flow sensor vane open and closed, be careful not to mark or damage the vane or sensor housing.
  • Some vehicle manufacturers specify ohmmeter tests for the MAF sensor.
  • With the MAF sensor removed, connect the ohmmeter across the sensor's output and input terminals.
f_32.45.gif Ohmmeter connections to a MAF sensor. Reprinted with permission.
  • The resistance at these terminals is normally 200 to 600 ohms.
  • Connect the ohmmeter leads to the specified MAF sensor terminals, and move the vane from the fully closed to the fully open position.
  • With each specified meter connection and vane position, the ohmmeter should indicate the specified resistance.
f_32.46.gif Resistance specifications for a typical MAF sensor with door open and closed. Reprinted with permission.
  • When the ohmmeter leads are connected to the sensor's input and output terminals, the ohmmeter reading should increase smoothly as the sensor vane is opened and closed.
  • To check a vane-type MAF with a lab scope, connect the positive lead to the output signal terminal and the negative scope lead to a good ground.
  • This type MAF should display an analog voltage signal when the engine is accelerated. A defective MAF will have sudden and erratic voltage changes.
f_32.47.gif The trace of a defective vane-type MAF sensor. Reproduced with permission from Fluke Corporation. Hot-Wire-Type MAF Sensors
The test procedure for heated resistor and hot-wire MAF sensors varies depending on the vehicle make and year. Always follow the test procedure in the appropriate service manual. A frequency test may be performed on some MAF sensors, such as the AC Delco MAF on some General Motors' products.
  • To check the MAF sensor's voltage signal and frequency, connect a voltmeter across the MAF voltage signal wire and ground wire.
  • Start the engine and observe the voltmeter reading.
  • On some MAF sensors, this reading should be 2.5 volts.
  • Lightly tap the MAF sensor housing with a screwdriver handle and watch the voltmeter pointer.
  • If the pointer fluctuates or the engine misfires, replace the MAF sensor.
  • Some MAF sensors have experienced loose internal connections, which cause erratic voltage signals and engine misfiring and surging.
  • Set the DMM so that it can read the frequency of DC voltage.
  • With it still connected to the signal wire and ground, the meter should read about 30 Hz with the engine idling.
  • Now, increase the engine speed, and record the meter reading at various speeds.
  • Graph the frequency readings. The MAF sensor frequency should increase smoothly and gradually in relation to engine speed.
  • If the MAF sensor frequency reading is erratic, replace the sensor.
f_32..48.gif Satisfactory and unsatisfactory MAF sensor frequency readings. Reproduced with permission from Fluke Corporation.
  • When a scanner is used to diagnose a General Motors' vehicle, one test mode displays grams per second from the MAF sensor. This mode provides an accurate test of the MAF sensor.
  • The grams per second reading should be 4 to 7 with the engine idling.
  • This reading should gradually increase as the engine speed increases.
  • When the engine speed is constant, the grams-per-second reading should remain constant.
  • If the grams-per-second reading is erratic at a constant engine speed or if this reading varies when the sensor is tapped lightly, the sensor is defective.
  • A MAF sensor fault code may not be present with an erratic grams-per-second reading, but the erratic reading indicates a defective sensor.
  • Frequency-varying types of MAF sensors can be tested with a lab scope.
  • The waveform should appear as a series of square waves.
f_32.49.gif A normal trace for a frequency-varying MAF sensor. Courtesy of Progressive Diagnostics--WaveFile AutoPro.
  • When the engine speed and intake air flow increases, the frequency of the MAF sensor signals should increase smoothly and proportionately to the change in engine speed.
  • If the MAF or connecting wires is defective, the trace will show an erratic change in frequency.
f_32.50.gif The trace of a defective frequency-varying MAF sensor. Courtesy of EDGE Diagnostics Systems.

There is also a
Mass Air Flow (MAF) Burn-Off Module Operation:
00375_maf_burn_off_module.jpgA semi-conductor control for an electronic-ignition system.

Nov 17, 2009 | Pontiac Grand Prix Cars & Trucks

1 Answer

UK 2001 chrysler grand voyager (3.3Ltr Petrol) abs warning lamp

usually codes for the braking system will be under body or chassis. most of the time over the counter scanners will not have access to these modules. your problem could be anywhere from the abs module to one of the wheel speed sensors going bad. you can test the wheel speed sensors to see if they are working correctly by jacking the vehicle up and checking one wheel at a time. wheel speed sensors give out an a/c voltage when the reluctor ring on the axles passes by the sensor.

before you run the tests it would be a good idea to make sure the wheel speed sensors are clear of any debris where the sensor picks up the signal from the reluctor wheel.

using a digital multimeter set it to read a/c voltage on a 2v scale or lower is possible millivolt scale will usually work

disconnect the connector at the wheel speed sensor and touch the DMM to the terminals on the sensor itself ans spin the wheel, see if the DMM reads the voltage change as you spin the wheel. repeat these steps for each sensor. *the voltage should steadily rise and fall as the wheel speeds up and slows down respectively. if the voltage is all over the place its usually a good sign that the sensor is bad.

if all sensors seem to be working properly you can trace the wiring from each sensor to see if there is a short or break in the wiring.

without the proper scan tools testing the module is near impossible unless you can find the schematics for the module and start testing inputs and outputs.

hope this helps!

Feb 17, 2009 | 2001 Chrysler Town & Country

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