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Combustion air pressure system failure - Vulcan Heating & Cooling

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Your intake air pipe is clogged

Posted on Sep 08, 2010

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Posted on Jan 02, 2017

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I am working on a monitor 2400. heater will run normal until it reaches set temp. when it goes to mid burn the flame goes out and code 14.


E14 Flame failure: There are obstacles at circulation air inlet or outlet. Fan cage is clogged with dust. Gas pressure dropped when other gas appliances are turned on. (this may also apply to K1 fueled units if you have another K1 based heater)

Here are the rest of the fault codes I found:

Digital Display Reason of indication Trouble Point
E01 At pre-purge, flame rod is sensing flame when there should be none. Flame sensing circuit, grounded flame rod or pinched wire. E05 After power on, power supply to the microprocessor timing circuit is incorrect. Timer clock circuit bad or power cycles (hertz) to unit above or below acceptable levels.
E06 A starting of operation, the circuit to drive photo triac of solenoid pump is malfunctioning. Solenoid pump control circuit has a malfunction.
E08 Revolutions per minute of combustion blower are malfunctioning. Combustion blower or combustion blower control circuit has a malfunction.
E13 No ignition. Failure of ignitor, solenoid pump or circuit board. Incorrect wiring or flame rod touches to burner parts. Air pressure switch or overheat open.
E15 Power supply voltage too low. Voltage too low or power detector circuit has a malfunction.
E16 Load failure of combustion blower motor Flue pipe is restricting air flow.


http://www.keepuswarm.com/upload/M2400OwnersManual.pdf

http://shdashan.com/english/user%20manual%202200.pdf

Oct 29, 2015 | Heating & Cooling

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Komatsu Fault Codes


E02 PC-the EPC system;
E03, Swing parking brake system;
E10, the engine controller power failure, the engine control drive system circuit malfunction (this engine stall;
E11, the engine control system failure (decrease of output power, in order to protect the engine);
E14, the feedback system abnormalities;
E15, engine sensors (temperature, fuel pressure, oil pressure) fault;
EOE, a network failure.
The fault code: the 989L00 the engine controller lock warning (mode 1).
989M00, the engine controller to lock warning (mode 2).
989N00, the engine controller to lock warning (mode 3).
AA10NX air filter clogging.
AB00KE charging voltage is too low.
B @ BAZG, low oil pressure.
B @ BAZK, the oil level is too low.
B @ BCNS, engine coolant overheating.
The @ B BCZK the coolant level is too low.
B @ the HANS, the hydraulic oil from overheating.
CA111, the engine controller internal fault.
CA115, the engine speed sensor and backup speed sensor failure.
CA122, the intake air pressure sensor feedback voltage is too high failure.
CA123, the intake air pressure sensor feedback voltage is too low failure.
CA131, the throttle plate sensor feedback voltage failure.
CA132 throttle plate sensor feedback voltage and low failure.
CA144, high coolant temperature sensor feedback voltage fault 145, the coolant temperature sensor feedback voltage is too low failure;
CA153, intake air temperature sensor feedback voltage is too high failure;
CA154, intake air temperature sensor feedback voltage is too low failure;
CA155, the intake air temperature is too high (over limit);
CA187, sensor power supply voltage is too high failure;

More Fault Codes HERE http://truckmanual.weebly.com/komatsu-fault-codes.html

on Dec 20, 2016 | Cars & Trucks

1 Answer

Riding mower backfires, badly


A backfire typically results from improper air to fuel ratio. An overly lean air-fuel mixture (i.e. an overabundance of air) can lead to a failure to ignite in the combustion chamber, also called a "misfire". The unburnt fuel then enters the exhaust system, where hot components can cause the fuel to ignite unpredictably. Alternatively, rich air-fuel mixtures (i.e. an overabundance of fuel) can result in incomplete combustion, again causing unburnt fuel to enter the exhaust system.

Mar 31, 2014 | Garden

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Riding mower, 4cycle engine backfires


Backfires are the result of an improper air fuel mixture. An overly lean air-fuel mixture (i.e. an overabundance of air) can lead to a failure to ignite in the combustion chamber, also called a "misfire". The unburnt fuel then enters the exhaust system, where hot components can cause the fuel to ignite unpredictably. Alternatively, rich air-fuel mixtures (i.e. an overabundance of fuel) can result in incomplete combustion, again causing unburnt fuel to enter the exhaust system.

Mar 31, 2014 | Garden

1 Answer

What is a MAP sensor on a 2001 hyundai accent


It is a sensor located on the air intake to your engine. It controls how much air your car pulls in for combustion. Following is the wiki definition:



The manifold absolute pressure sensor (MAP sensor) is one of the sensors used in an internal combustion engine\'s electronic control system. Engines that use a MAP sensor are typically fuel injected. The manifold absolute pressure sensor provides instantaneous manifold pressure information to the engine\'s electronic control unit (ECU - computer that runs the engine). The data is used to calculate air density and determine the engine\'s air mass flow rate, which in turn determines the required fuel metering for optimum combustion and influence the advance or retard of ignition timing.

Feb 09, 2014 | 2001 Hyundai Elantra

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4.5 cadillac engine sputters and back fire




  • Backfiring in internal combustion engines occur outside of the combustion chamber, and are typically the result of an improper air to fuel ratio. This can be caused by a vacuum leak, Idle air control valve, throttle position sensor, oxygen sensor, or just about any part of your emissions contorl system.


  • Backfires may also occur before the combustion chamber. One possible cause of this is igniton timing. If the timing is too advanced, the spark plug fires before the intake valves close, causing the combustion to propagate into the intake manifold, further igniting the air-fuel mixture there; the resulting explosion then travels out of the carburetor or intake and air filter. Alternatively, the engine timing may be retarded, in which case the combustion is not completed by the time the exhaust valves open, allowing the combustion to propagate into the exhaust system.


  • Improper wiring of the ignition can also lead to timing issues and backfires, or faulty coil or igniton modules.


  • Low fuel pressure, clogged fuel filters, and weak fuel pumps could cause a severe lean air-to-fuel ratio with fuel injection systems.


  • Missing or damaged catalytic converters can result in backfires out the tailpipe, but very uncommon, and usually only applies to engines set up for race applications.

Dec 09, 2013 | Cars & Trucks

1 Answer

Vw polo overheats


a cold hose indicates an air lock in the cooling system, if this is the case have it bled to remove the air lock. it could also be combustion gases leaking into your cooling system indicating a possible head gasket failure, your anti freeze can be tested for traces of combustion gases.

Nov 28, 2013 | Volkswagen Polo Cars & Trucks

1 Answer

What causes back firing


Backfiring in internal combustion engines occur outside of the combustion chamber, and are typically the result of an improper air to fuel ratio. An overly lean air-fuel mixture (i.e. an overabundance of air) can lead to a failure to ignite in the combustion chamber, also called a "misfire". The unburnt fuel then enters the exhaust system, where hot components can cause the fuel to ignite unpredictably. Alternatively, rich air-fuel mixtures (i.e. an overabundance of fuel) can result in incomplete combustion, again causing unburnt fuel to enter the exhaust system.
Backfires may also occur before the combustion chamber. One possible cause of this is timing. If the timing is too advanced, the spark plug fires before the intake valves close, causing the combustion to propagate into the intake manifold, further igniting the air-fuel mixture there; the resulting explosion then travels out of the carburetor and air filter. On many small marine engines, a screen is placed over the intake of the carburetor as a flame arrestor, to prevent these flames from escaping the intake and potentially igniting fuel or fuel vapors in the enclosed sump or bilge of the boat, causing a fire or explosion. Alternatively, the engine timing may be retarded, in which case the combustion is not completed by the time the exhaust valves open, allowing the combustion to propagate into the exhaust system.
Additionally, improperly adjusted carburetors that create a lean condition during acceleration can cause the air fuel mixture to burn so slowly, that combustion is still taking place during the exhaust stroke, and even when the intake valve opens. The flame front can then travel up the intake and cause a backfire. In this situation it is conceivable that there is a backfire occurring in the intake manifold and exhaust manifold simultaneously.
In both cases (combustion occurring before and after the combustion chamber), the result is a sharp pop, which is colloquially referred to as a "backfire". However, for troubleshooting, engine mechanics more strictly define an ignition of fuel within the engine exhaust system as an "afterfire", while a "backfire" is this same process taking place in the induction system.

Jul 28, 2013 | Exhaust for Chevrolet Camaro Convertible

3 Answers

My Colman forced air heater is cycling acording to the thrmastat but wont heat up. The trouble shooting light flashes three times.What part do you think is failing?


3 flashes is the combustion pressure switch . Mounted on the front mid high. Two silicone hoses run to it along with blue two wires. By now you have probaly got this fixed though.

Nov 16, 2009 | Coleman Propane Forced Air Heater...

1 Answer

2003 yukon xl with strong knock and flashing check engine light on moderate acceleration


Here is an explanation of the "knock".

Abnormal combustion (Detonation)
When unburned fuel/air mixture beyond the boundary of the flame front is subjected to a combination of heat and pressure for a certain duration (beyond the delay period of the fuel used), detonation may occur. Detonation is characterized by an instantaneous, explosive ignition of at least one pocket of fuel/air mixture outside of the flame front. A local shockwave is created around each pocket and the cylinder pressure may rise sharply beyond its design limits. If detonation is allowed to persist under extreme conditions or over many engine cycles, engine parts can be damaged or destroyed. The simplest deleterious effects are typically particle wear caused by moderate knocking, which may further ensue through the engine's oil system and cause wear on other parts before being trapped by the oil filter. Severe knocking can lead to catastrophic failure in the form of physical holes punched through the piston or head (i.e., rupture of the combustion chamber), either of which depressurizes the affected cylinder and introduces large metal fragments, fuel, and combustion products into the oil system.
Detonation can be prevented by any or all of the following techniques: the use of a fuel with high octane rating, which increases the combustion temperature of the fuel and reduces the proclivity to detonate; enriching the fuel/air ratio, which adds extra fuel to the mixture and increases the cooling effect when the fuel vaporizes in the cylinder; reducing peak cylinder pressure by increasing the engine revolutions (e.g., shifting to a lower gear); decreasing the manifold pressure by reducing the throttle opening; or reducing the load on the engine. Because pressure and temperature are strongly linked, knock can also be attenuated by controlling peak combustion chamber temperatures at the engineering level by compression ratio reduction, exhaust gas recirculation, appropriate calibration of the engine's ignition timing schedule, and careful design of the engine's combustion chambers and cooling system. As an aftermarket solution, a water injection system can be employed to reduce combustion chamber peak temperatures and thus suppress detonation.

Jun 26, 2009 | 2003 GMC Yukon

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