Is a pollak solenoid 111-257 d,, a continus duty and how many amps

P0022 Toyota - Camshaft Position \'A\' Timing Over-Retarded Bank 2



























Possible causes




- Dirty Oil

- Faulty variable valve timing (VVT)

- Faulty oil control valve (OCV)

- Variable Valve Timing (VVT) harness is open or shorted

- Oil Control Valve (OCV) circuit is open or shorted

- Damaged Engine Control Module (ECM)




Tech notes



If the engine oil is clean and the VVT and OCV circuits are OK, replaced the VVT to resolve the problem.





When is the code detected?


After the ECM sends the target duty cycle signal to the OCV, the ECM monitors the OCV current to establish an actual duty cycle. The ECM determines the existence of a malfunction and sets the DTC when the actual duty cycle ratio varies from the target duty cycle ratio.


Possible symptoms


- Engine Light ON (or Service Engine Soon Warning Light)

- Lack/Loss of power

- Engine rough idle


P0022 Toyota Description


The Engine Control Module (ECM) controls the Oil Control Valve (OCV) to regulate the intake camshaft angle. As a result of the angle change, the engine timing is advance or retard. Optimizing engine timing will help the engine improve torque and fuel economy, and the exhaust emissions decrease under overall driving conditions. The Variable Valve Timing (VVT) system includes the Oil Control Valve (OCV) and VVT controller. The ECM detects the actual intake valve timing using signals from the camshaft and crankshaft position sensors, and performs feedback control.

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The starter can draw as much as 1000 amps at initial contact and thereafter 250 to 300 amps while swinging the engine, therefore there is no fuse for the starter. Power is fed directly from the battery to a solenoid which is in reality a very heavy duty switch, and from there directly to the starter field coils and armature. No fuse.
If the starter won't turn check the battery cables, the solenoid and lastly the starter itself.

SUBARU Automatic Transmission Solenoid A Dropping Resistor July 2, 2011. Author: Lewis Werner The SUBARU automatic transmission dropping resistor is connected in parallel with duty solenoid A. Duty solenoid A regulates the Subaru automatic transmission fluid line pressure. Like most of the transmission solenoids, duty solenoid A's duty cycle is varied by the transmission control unit (TCU) to control the line pressure.
The dropping resistor works with duty solenoid A in regulating the automatic transmission fluid line pressure. This resistor keeps a certain amount of current flow through duty solenoid A during the 'OFF' portion of its duty cycle. So in other words, duty solenoid A is never fully 'OFF'.
The dropping resistor is located on the right front shock tower, near the MPI (multi-port injection) fuel system dropping resistor. The photos at the right depict the Subaru automatic transmission dropping resistor.
If this resistor fails open, becomes disconnected, or has its wiring severed, one result might be increased shift shock. The reasoning behind this is that without the resistor in the circuit, the line pressure may be higher, since without the current passing through solenoid A during the 'OFF' portion of its duty cycle, it will tend to close further, and thus not bleed off as much pressure from the automatic transmission fluid pump.
If the resistor fails open or is disconnected, it should cause the ATF temperature lamp to flash 16 times on the next startup, since the TCU would be able to see electrically that the resistor is open.
This resistor was used on the SUBARU 4EAT phase I and 4EAT phase II automatic transmissions. It may also be used on the 5EAT though I have not confirmed it. http://www.scoobyenthusiast.com/subaru-components/subaru-automatic-transmission-solenoid-dropping-resistor

P1451---Evap Control System Canister Vent Solenoid
Circuit Malfunction

When vent solenoid is open it will indicate 0% duty cycle &
Voltage approx equal to battery voltage
When commanded closed will equal 100% duty cycle
and drop to 4 volts

With the factory diagnostic manauls & pro scan software,
you can do a lot of testing of things

Appears more wiring than the solenoid,could be wrong

Have to follow trouble charts

15 Amp - Brake shift interlock, DRL relay coil, speed control module, backup lamps, trailer tow backup lamp relay coil, electronic shift on the fly hub lock solenoid & finally vacuum pump motor. Busy little fuse. I hope this helped and good luck.

Solenoids are starting to stick in transmission. First try to flush transmission fluid & install new filter & fluid. There is a excellent product called seafoam trans tune. Call around to auto parts stores lots of them sell it. It will clean the whole system,free up stuck solenoids & valves & get rid of moisture. Least expensive option to try first.

Technical Description:
EVAP Control System Canister Vent Solenoid Circuit Malfunction
The EVAP system monitors the canister vent (CV) solenoid circuit for an electrical failure.
The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified canister vent duty cycle by PCM command.
Symptoms: You will likely not notice any drivability problems.
Causes: A code P1451 may mean that one or more of the following has happened:
*VPWR circuit open
*Damaged canister vent solenoid
*Canister vent solenoid circuit open or shorted to ground, power, etc.
*Damaged Powertrain Control Module (PCM)
*Possible SolutionsVerify canister vent solenoid - To verify normal functioning, monitor the EVAP canister vent solenoid signal PID EVAPCV and the signal voltage
(PCM control side).With the valve open, EVAPCV indicates 0% duty cycle and a voltage approximately equal to battery voltage.
When the valve is commanded fully closed, EVAPCV indicates 100% duty cycle, and a minimum voltage drop of 4 volts is normal.
Output test mode may be used to switch output on/off to verify function.
*Replace canister vent solenoid

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sounds like your injector pump is weak. next time it dies and wont start try ice on the pump, if this helps you have a bad pump

Hello , you really need to carefully beat the hell out of them. Choose a side remove ,both e shaped clips and hammer it down. This will push the other side out , thus allowing you to remove the bearing cap and continus hammering until out. This worked on my 1989 F250

P1747 * EPC, wiring, PCM EPC solenoid circuit failure, shorted circuit or output driver Voltage through EPC solenoid is checked. An error will be noted if tolerance is exceeded. Short circuit causes minimum EPC pressure (minimum capacity) and limits engine torque (alternate firm). Go To Pinpoint Test
The EPC solenoid is shorted or the electrical circuit (wiring) or the transistor (driver) inside the computer is fried. do you know how to test a computer controlled circuit ?
How to test computer transistor driver without scan tool

Do you know how to find the circuit in question ?

And you are correct about these two codes as being not related . Do you know what evaporative emission system is ?


Wells EVAP Training with Sgt Tech P0440 P0441 P0442 etc

The Evaporative Emission Control System (EVAP) is used to prevent gasoline vapors from escaping into the atmosphere from the fuel tank and fuel system. The EVAP system usually requires no maintenance, but faults can turn on the Check Engine light and prevent a vehicle from passing an OBD II plug-in emissions test.
EVAP Evaporative Emission Control System - AA1Car.com
http://www.bbbind.com/free_tsb.html you can find free wiring diagrams here . Do you know how to use a wiring diagram ?

P1451 - EVAP Control System Canister Vent Solenoid Circuit Malfunction Monitors the canister vent (CV) solenoid circuit for an electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified canister vent duty cycle by PCM command.

• VPWR circuit open
• CV solenoid circuit shorted to PWR GND or CHASSIS GND
• Damaged CV solenoid
• CV solenoid circuit open
• CV solenoid circuit shorted to VPWR
• Damaged PCM

To verify normal function, monitor the EVAP canister vent solenoid signal PID EVAPCV and the signal voltage (PCM control side). With the valve open, EVAPCV will indicate 0% duty cycle and the voltage approximately equal to battery voltage. When the valve is commanded fully closed, EVAPCV will indicate 100% duty cycle and a voltage drop of 4 volts minimum is normal. Output test mode may be used to switch output ON/OFF to verify function. This is another electrical circuit problem .
Do you know how to use a DVOM - digital volt ohm meter ?
Do you know that P1747 (electronic press control solenoid short circuit) Is a transmission problem . This solenoid controls the fluid pressure .