Fix Of The Week 11/11/19

 

Fix of The Week

Every week we’re posting our favorite head-scratchers and interesting mechanical issues submitted by our Direct-Hit customers.

For a chance to have something you’ve worked on appear as a Fix of the Week, and win a cool little prize for your shop, all you have to do is post your unique fixes in Direct-Hit. Just look up the vehicle you’re working on, click on Post Fix at the top right, then tell us the problem and what you did to fix it.

 

This Week’s Winners

On this edition of Fix of The Week: a disconnected wire in a Subaru, oil seepage in a GMC, and battery corrosion in a Nissan.

 

2008 Subaru Impreza – Carter’s Cars Inc.

This vehicle had code P2433 – Secondary Air Injection System Air Flow/Pressure Sensor Circuit High. I viewed the secondary air pressure reading via OBD with the key on, engine off. The reading showed 21+ PSI (it should read under 19.2 PSI). I disconnected the RH air injection valve/pressure sensor connector, which is accessible between the intake manifold and intercooler inlet junction with a turbocharger. The pressure reading didn’t change, so I tested and found an open wire between SAI valve connector pin 2 (center pin in a row of three) and ECM connector A, pin 27 (lowest of the 4 ECM connectors under passenger carpet at the firewall). I used a jumper wire between these pins and reconnected, tested, and found pressure reading accurate and no return of the code.

 

2007 GMC C6500 TopKick – Brobst Auto Repair

Another shop had performed work on this vehicle previously and it was towed to us for a second opinion. The complaint was excessive crankcase pressure after internal engine/head work. Oil was seeping out of the valve cover with what appeared to be excessive blowby. The blowby tube was also shooting oil out of it. There’s no PCV system on this engine. I removed the rocker arm cover, disabled the fuel injectors, and attempted to start the engine to check if the pressure was being pushed out near the fuel injectors. If the fuel injectors have been serviced recently, ensure the O-rings are intact and the injector brace brackets haven’t been put in upside-down (yes, they can be installed reversed). I replaced the injector O-rings and adjusted the fuel injector brace brackets.

 

2014 Nissan Altima – Accurate Autoworks

This engine was revving to 4k rpm when the driver attempted to accelerate from a stop. The vehicle wouldn’t accelerate past 30-40 mph and the service engine soon light was on. I checked the fault codes and found code P0101. I monitored the engine data—the mass air flow sensor readings were within specs at the time of testing. The ECM recalibration, per bulletin NTB12-051J for phantom fault code P0101, had already been performed.   

While monitoring the data, I noted the ECM battery voltage was fluctuating from 14.2 volts down to 12.6 I tested the battery and charging system—battery tested fine and the charging system voltage was steady. I inspected the electrical connections and found IPDM connection at the positive battery terminal was corroded. I disassembled and cleaned the IPDM electrical connections and cleared the fault codes. I test drove and the drivability concern was gone and the service engine light didn’t come back on

 

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