Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
Speaker 1 (00:01):
Meet Bob. He's a four time tire rotation champion. When
he was a baby, his first words were automatic transmission fluid.
Bob's so cool, he has engine coolant running through his veins.
And then there's Kyle, also premium unletted. Legend has it
that Kyle can change your oil with his toes and
(00:22):
that he can tell your tires all pressure just by
how you're walking. He's Bob, He's Kyle, and every Saturday
morning they morphed together to form the greatest superhero known
to man. Mister Mechanic check engine lights, don't stand a chance.
This is the Mister Mechanic Show on eleven ten, kfab.
Speaker 2 (00:45):
Great Saturday morning to you. This is a mister Mechanic show.
Five five, eight, eleven ten is the numbers to get in.
Get in early so we can answer those questions for
you to get you back to fixing that car. Just
you know that dying question that you've you've been trying
to remember to ask all week. Why does it do this?
Why did you do that?
Speaker 3 (01:06):
Yeah?
Speaker 2 (01:07):
Who knows, right, Kyle?
Speaker 3 (01:09):
Yeah, I do.
Speaker 2 (01:10):
We asked those questions all the time, so we already
you can in service centers here in Omahaff fiftieth and
Dodge eightieth and Dodge and Guaranteed Breaks forty ninth Avenue
and Dodge. Stop in, see us. Let's get you back
on the road. You know, do everything we can. Stop in,
eat a candy bar, you know, get your car fixed,
vacuum wash it, do all that kind of stuff. Full service.
(01:32):
No one said about the only two stations left in
town that have full service. So stop in see it.
If you don't want to pump your gas, don't want
to check your tires. We got guys that do. We
got guys that do. We got guys I'd love to
do that, So stop on it. Take a look. You know, Kyle,
it's been you know, there's always something interesting in the shop.
We were just talking about that. Yeah, we're always just
(01:54):
talking about that.
Speaker 3 (01:55):
There is.
Speaker 2 (01:55):
It's just you know, it's a it's a great place
to it's a great place to work. There's always something
interesting going on. We checked got a car in the
other day that had there's no problems. She had a problem,
but there was just no problems with it. We pulled
the codes and the only code that came up in
this car had nothing to do with any problems that
she particularly had. It had a steering wheel temperature overheat code. Okay,
(02:21):
which means your steering wheel got too hot. I had
not seen one of those before. And there's codes for everything,
by the way, and that's kind of why I bring
it up.
Speaker 3 (02:31):
Now.
Speaker 2 (02:31):
As we've said many times, that's not necessarily where your
problem's at, but something is going on. It's giving you alert,
for example, that a steering wheel got too hot at
some point.
Speaker 3 (02:42):
Yeah. Like I've said before, codes are just a ZIP code.
They aren't the exact address to your problem.
Speaker 2 (02:47):
No, no, and that's.
Speaker 3 (02:48):
You're in a roundabout area.
Speaker 2 (02:50):
Yeah. Yeah, And there is a certain percentage I don't
know what the percentage might be, ten percent, maybe twelve
percent that the code that you have is exactly what
the problem is. But you take the code and do
more investigation from there, and you know, over a period
of time, we've developed up enough to be able to say, Okay,
(03:11):
that code's probably going to go there. We need to
go check that out and make sure that's what it is.
Just replace the part because the code comes up, because
that just leads to well now what, yeah, now what? Yeah,
it's always a now what yeah, yeah, And that's what
a lot of So I got a phone call the
other day that somebody wanted me to look at their car,
(03:33):
and they had they had replaced every known possible thing
that they could, and then wanted to bring it in
for a diagnostic to figure out what it is. Well,
that gets even more difficult. And when you do that,
the diagnostic kind of gets extended, because now not only
do you have to go look for the problem, but
(03:54):
you got to look to see what they had done,
to see if they had done that right or if
they did it all right, and you got the cheapest
part available, and now that part has failed, so they
actually fixed the problem, it's just the part is not
good enough to solve the problem long term. So it
gets it gets kind of complish, monotonous, monotonous, complicated crazy.
(04:21):
It's just, you know, the manufacturers have done a way
better job that they did to pay back in the
days in the seventies and eighties and early nineties, but.
Speaker 3 (04:30):
Even late nineties, early two thousands, I mean, we've come
leave some miles and miles away from where we were
as far as you know codes, I mean, we're still
seeing a lot of the same codes that we were
seeing twenty years ago. Because they're all generic, all your
PO codes. I mean, when they build the car and
write the software, they just got this list here. Pick this.
(04:50):
If this is happening, this is the closest thing. It's
not an exact code. It's not even a manufacturer specific code. Yeah,
well it's just a guess. And you used to have
misfire number two. Well, now you got misfire number two.
It'll break it down to an injectory or coil now,
so it sees a resistance through the computer and can
kind of see that. So it's but still it's a
(05:12):
it's a scavenger hut sometimes.
Speaker 2 (05:15):
All right, we're gonna head over to Robert. Robert's got
an O four to Ford Ranger. Robert, what's up today?
Speaker 4 (05:21):
Well, I have a question on the battery. It's an
old Ranger and the battery's about twelve years old, and
I need another battery in it. I have a marine
battery that looks like it would fit in there. Is
it okay to put a marine battery in there, at
least for the time being? Well, would that cause any
(05:41):
harm or in that truck?
Speaker 3 (05:43):
As long as it doesn't ground out on the hood,
You're Aoka.
Speaker 2 (05:46):
Yeah, because that battery is going to be like a
fifty nine series and that's kind of a short, little
squatty battery yea. And yeah it is because the fifty
nine is a very specific to that Ranger. You know,
we carry him, but we only carry one because we
don't move him that often.
Speaker 3 (06:07):
I think they only used it in the Ranger in
the Taurus.
Speaker 2 (06:09):
Yeah exactly. And so to coils to Kyle's point is
that that deep cycle is going to be taller. I
don't think you're going to be able to shut the
hood without grounding on the on the hood, that'd be
my opinion. But get a tape major out and uh
(06:30):
major from side to side. We're more worried about the
height if if for some reason, this is not a
this deep cycle is not as is is as tall
as what you have in there. Yeah, you can use it,
it's not for the time being anyway, it's not. And
you can probably running through the summer if you want
like that, but it's you know, when it comes to
cold weather, it's not going to be what you want.
Speaker 4 (06:53):
Could you tell me what is the difference between a
marine battery and an automotive battery?
Speaker 2 (07:01):
They just don't have the the cranking amps.
Speaker 5 (07:05):
Okay.
Speaker 2 (07:06):
The car battery is more about that that excessive load
right now to get your starter running and get it going,
and that that big bulk that gets it up and going.
And then once that gets going, then everything else is
fine and it can maintain. The deep cycles are for long,
(07:27):
drawn out, low amperage. I'm running a trolling motor for hours,
so but you're not. But that trolling motor is running
ten amps for twenty hours. It's not got a peak
of you know, one hundred amps and then comes back
down to ten. That's really what that's.
Speaker 3 (07:44):
Kind of why.
Speaker 4 (07:46):
Okay, okay, well, I sure appreciate that information. That that
answers my question. I m the old truck I hardly
ever used, and I just saw, well to keep it going,
I check that marine battery in there. If it will fit,
I'm gonna do some measureing up now.
Speaker 2 (08:03):
Yeah. Yeah, And they were pretty specific. And you know,
batteries have gotten stupid in price. They just keep going, Yeah,
they just keep going.
Speaker 4 (08:14):
The battery I had in it, I gave fifty dollars
for it. I thought, oh my god, this is crazy. Yeah,
I'm looking at batteries for one hundred and fifty.
Speaker 2 (08:23):
Yeah. Yeah, and that's probably the cheapest one you can find.
But twelve years old, you're doing pretty good. Really.
Speaker 4 (08:30):
Yeah, it's it's still moving along. It's only a four cylinder,
so yeah, maybe that many battery, if it will fit,
will be enough in there to start it.
Speaker 2 (08:42):
There you go, Well, maybe you just have to move
the battery box down.
Speaker 5 (08:47):
Yeah, Okay, get.
Speaker 2 (08:49):
Your cutting torch out and we'll just move the battery box.
Cutting torch and welder and just move the battery box down.
How about that?
Speaker 4 (08:56):
Yeah, torch. If not wheel, and if it doesn't work,
well it won't matter because I'll just run over it. Anyhow.
Speaker 2 (09:01):
There you go. Appreciate it, Robert, you bet, you bet.
We're gonna head over to Kevin. Kevin's got a ninety
six Chevy pickup. Kevin, what's up today?
Speaker 4 (09:13):
Hi?
Speaker 6 (09:14):
Uh? I called a couple of weeks ago about the
Feld pleasure drop that we're gonna find a league.
Speaker 7 (09:21):
I think of it.
Speaker 2 (09:21):
Checked out, Yeah, check valve injectors. Yeah yeah, and.
Speaker 7 (09:29):
Then now I'm driving along in my fuel gage.
Speaker 8 (09:34):
It's just.
Speaker 2 (09:37):
Okay, hmmm, well you're we've got an electrical issue, so.
Speaker 3 (09:46):
Have you put a fuel pump in.
Speaker 8 (09:48):
It about forty years okay, so it's time for another one.
Speaker 2 (09:55):
Yeah in that truck. Yeah, in that truck. Yes, So
you're only going to have a couple of problems. One
is going to be the dash or one's gonna be
the fuel pump and the sending unit. And these were
very common to have sending unit problems and fuel pump problems. Yeah,
and fuel pump problems, and also the connector problems that
go to the fuel pump. So every fuel pump you buy, uh,
(10:18):
you pretty much redo the connector because the connector always
got burnt from the factory. So that's just typically what happens.
I mean, your are the possibilities. You could have a
baffle broken the tank.
Speaker 3 (10:33):
Or the instrument cluster. I mean, there's an easy way
to test it. These trucks. You can get to your
fuel pump connector. I think it's what four or five
wires on that one right there on the on the
frame rail back by your where your filler two goes
into the tank, and you can find which wire goes
to your fuel gauge and just unplug the connector first
(10:57):
of all, and then start your truck or turn the
key on. Does your needles still do weird things? Secondly,
I mean you're with it unplugged, you're either gonna go
full or empty one of the two. Does it do that?
Do you go full or empty? And then secondly you
can ground that and see if it sweeps the other way.
(11:18):
That's gonna test your dash And it's a pretty easy test.
You can do it with a paper clip if you want.
Speaker 2 (11:23):
Yeah, And that's gonna tell you want full one way.
And then when you unplug it or ground light ground it,
it's gonna go the other way. And that that's testing
your gauge. And then you know you got a fuel
pump problem. But my guess, and Kyle's guess, that just
floats bad, and it floats bad, sending units bad. Yeah, yeah,
I would. And also I would say, go buy a
(11:45):
fuel pump. That's not the cheapest one, not for that truck,
not for that truck. Buy a good one because you
only want to do it once. You don't want it
to pull it apart for the same problem. So all right, Kevin,
appreciate the call. All Right, we're gonna take quick breaking
the mister mechanics show Fight eleven tens the numbers to
get in. We'll be back in a minute.
Speaker 9 (12:06):
The problem is all inside your tire, he said to me.
The answer is easy if you simply stop the league.
Listen closely and you'll hear the air squeak. There must
be fifty ways to change your tires. Fifty ways to
(12:27):
change your tires. You gotta get out the jack zack.
Speaker 2 (12:31):
Watch out for the rim jim.
Speaker 9 (12:33):
You don't need to be quick slip, just get the
job done. Tigen up those folks coat. It don't cost
you much gus. Then give a good kit mine and
the job is done. My name is jetting down.
Speaker 2 (13:05):
Again. Five five, eight, eleven tens numbers to get in.
We've got a few open lines, but we're going to
head into a couple other callers at the moment. Tim's
got a two thousand and two gmc Tim, what's up today?
Speaker 10 (13:18):
Yes, I got a two thousand and two gmc high
Sierra twenty five heavy HD with an eight point one
leader and it's got two to sixty thousand on it.
When it's warmed up as stop flight or stop at
stick ups, it doesn't die out, just tickups.
Speaker 3 (13:36):
Just kind of aquick a kind of thing.
Speaker 10 (13:39):
And don't go down the road.
Speaker 6 (13:40):
It's fine.
Speaker 10 (13:43):
I've changed the plugs, the wires. I'm thinking it could
be a coil. Maybe it gets hot.
Speaker 3 (13:47):
Yeah, it could be.
Speaker 6 (13:50):
I can figure out.
Speaker 3 (13:51):
And it just does it. It's really quick.
Speaker 2 (13:55):
Coils are usually going to come out underneath heavy load,
which is not always towing. It's just that first instant
burst as you go.
Speaker 3 (14:05):
Yeah, I mean my weight does the same thing. Like
when I started up throwing in gear. I'm sitting at
a stop sign. You'll feel what I feel. It's like
a misfire. Yeah, I mean I did the same thing.
I put plugs and wires in it one because it's
got over two hundred thousand and you know it's why
not coiled then, I don't know that I would go
(14:25):
that far without more evidence. Coils are expensive, Yeah, well
they are.
Speaker 2 (14:30):
What I would probably do is get yourself a water bottle,
spray everything down. Yeah, spray everything down. Maybe even do
it one evening, you know when uh, when it's got
a little bit after dusk, and then go spray it down.
Take that cover off there and spray your coils down,
maybe after it's warm, and then uh see if you
can see any electricity.
Speaker 3 (14:49):
You might just see you might see just.
Speaker 10 (14:54):
Yeah, you might just twelve and does the same thing too.
Speaker 2 (14:58):
Yeah, you might see something just know, just irks out
one little corner there and something along that line. But
you know, yeah, though the eight ones were great, they
passed everything but a gas station for the most part.
You know, that's right. But you know, I mean, what
else could you have there? Maybe a crank cam relearn
(15:21):
on that.
Speaker 3 (15:22):
Maybe maybe I've got the same thing on my truck.
And believe me, in my spare time, if I'm ambitious enough,
I'd go out there and mess with it. And I've
had scopes on everything on this truck, and I I
just deal with it. Nowadays, it could be a coil, sure,
I mean it only happens at idle, which leads me
(15:44):
further away from a coil. There's normally a coil does
its business going up a hill. I don't know what
to chocolate up to, to be honest with you. It's
just one of those things, you know. You some cars
have it. I mean, I've driven my truck with a
misfire monitor going and Chevy is actually very fast as
(16:05):
far as misfire readiness monitors, and it won't even pick
up a cylinder. I mean, maybe once in a while
I'll get one missfire on a cylinder, But how are
we gonna find one missfire?
Speaker 2 (16:16):
Yeah, you're the possibility is because it's at an idol
and you're just coming off of an idol. Would be
a throttle body, you know that that would be that
would be the other thing that I would think of.
Speaker 3 (16:25):
So maybe it's opening slow. Maybe this is just the
way that these are. I don't like. I say, it's
very well.
Speaker 2 (16:34):
Yeah, well try that, Tim, Let me you come up
with something. Let me know, because Kyle.
Speaker 3 (16:39):
Needs something too.
Speaker 7 (16:40):
Yeah, I wish, So.
Speaker 3 (16:44):
We appreciate the call.
Speaker 2 (16:47):
All right, We're gonna head over to Andy and he's
got a sixteen Chevy pickup. Andy, what's up today?
Speaker 5 (16:52):
Hi guys? Uh, it's eight cylinder, seventy one package. It
just seems to find a weird rpm. No matter what
gear I'm in, I'll be at isle, you know, stopped,
and it just purrs like a kitten. I'll go through
the gears and it just seems to want to find
(17:14):
the lowest gear and it is kind of shimmys and
it's like it's almost starving for gas because it's the
RPMs are so low. It seems to be between one
thousand and twelve fifty. It always no matter what gear
I'm in, unless I'm going down the interstate and you know, faster,
(17:34):
it just seems to want to find that. So it
just doesn't like it.
Speaker 3 (17:39):
It's shifting from the range too quick It's kind of
d are you saying that? It's like shifting through the
range and getting into passing gear too quickly.
Speaker 5 (17:49):
It seems to want to keep automatically going to a
different gear no matter. You know, if I hit the gas,
it'll stop. I can get it above twelve hundred at
RPMs or twelve fifty and the little vibration goes away.
But as I'm just cruising along let's say forty five
mile an hour through traffic, RPM just wants to stay
(18:14):
just above a thousand, and it just kind of shimmis
a little bit.
Speaker 3 (18:18):
Yeah.
Speaker 2 (18:18):
So what Kyle's asking is, does it want to go
it wants to go up through the gears quickly, or
does it want to go up and then down and
then up again and then back down.
Speaker 5 (18:27):
It doesn't it doesn't seem to want to go back down.
It just it just wants to find that rpm. Well
it's like weird.
Speaker 2 (18:36):
Yeah, they kind of all do. They want to find
their optimal range. That's why your shifting points are kind
of where they are. My truck, newer truck does the
same thing. It never seems to want to get past
it's a ten speed, but it ever seems to want
to get right in that fifteen to eighteen range. And
that's kind of where it wants to stay because that's
your optimal.
Speaker 3 (18:56):
That's fuel our range, fuele efficiency range, power range. Correct,
they're doing, okay, everything that they can to cut emissions
out of that tailpipe.
Speaker 2 (19:05):
It's not like the old days. We got three speeds
where it runs up to three grand and because I
got one of these cars, it runs up to three
grand and a boom backs down to twelve hundred, then
back up to three guaran and then it comes back. Yeah,
they have found and that's kind of why they have
these the transmissions that they have now, the CBTs, because
it's constantly it doesn't shift, it just constantly keeps you
(19:29):
in that optimal power band all the time.
Speaker 5 (19:33):
Well, that makes sense, that's what it seems like it's doing. Yeah,
I didn't know if that was a problem or an issue,
or that's just normal.
Speaker 2 (19:41):
I guess no, that's fairly normal. Now, if you're towing
something that the range is going to be up and
down a little bit more. But if it's just carrying
the vehicle itself, yes, it's going to be in that
power range most of the time. If you're driving it normal,
if you got your foot into it, no, the range
will go higher, the spread will be more.
Speaker 5 (20:01):
How's that Okay? That that makes perfect sense. I just
wanted to make sure there was nothing wrong with the truck.
It doesn't sound like there is no.
Speaker 2 (20:10):
It sounds like it's working pretty good. Yeah, it sounds
like it's good old yeah, good truck.
Speaker 5 (20:14):
Yeah. I love that truck. It got like seventy five
thousand miles. I'm gonna drive it for a long time.
Speaker 2 (20:18):
Yeah, I agree, I agree.
Speaker 5 (20:21):
Okay, Well, my pretty guys, you bet I.
Speaker 3 (20:23):
Appreciate the call.
Speaker 2 (20:24):
Andy the boy.
Speaker 3 (20:25):
Transmissions have come a long way. Yeah. Driving my Falcon
with a two speed automatic, I mean I'm going down
the highway sixty miles an hour, six thousand ARP people.
Speaker 2 (20:36):
I know it, I know it, and you know that
eight That six speed that I had was it was
a definite shift point every time boom boom, boom boom.
And now this ten speed is it's skipped gears. It
just it's just so smooth and by the.
Speaker 3 (20:48):
Time you really constantly shifting.
Speaker 2 (20:51):
Yeah, and when you put your foot into it, it
just goes, I mean just flat goes. All right, we're
gonna take a quick break in the mister MCCANNK show five, five, eight,
eleven ends and numbers again. We have some open lines
and uh, we'll be back in a bit. Rich, She's
got a twenty twenty Arcadia. Rich, what's up today?
Speaker 3 (21:08):
Good morning?
Speaker 8 (21:09):
Uh, the west car comes up with a stability control
and I lose the temperature tensor for the for the
inntine temp Okay, it replaced it and come back. So
I just connect the battery and she'll go three four days.
(21:31):
So all of a sudden pops back up.
Speaker 3 (21:34):
Do you get a check engine light with this or
just a stability track light and your tech age.
Speaker 8 (21:40):
No, no engine light unless he drives it more than
an hour and then it gets overheated and then then
it pops.
Speaker 3 (21:49):
So we've got an overheating issue.
Speaker 8 (21:51):
Yeah, well that's only because the temperature sensors not reading anything.
So at first, it's just s capability and the temperature
gage just sits down.
Speaker 3 (22:05):
Out of curiosity. What kind of codes do you have
in the stability track module or the ABS module.
Speaker 5 (22:13):
I don't have them with me.
Speaker 8 (22:14):
I don't remember.
Speaker 3 (22:15):
Okay, were any of them, like off the top of
your head, did any of them say anything like communication codes,
U codes anything like that.
Speaker 8 (22:25):
No, I think it's it was just the temperature sensor overheating.
Speaker 2 (22:30):
Well, so the default, the default most of the time
when it's having an issue like that is zero. They'll
go to zero. So and the fact that it's overheating
or it has overheated.
Speaker 3 (22:42):
Is the car physically overheated? Yeah?
Speaker 2 (22:44):
Exactly?
Speaker 3 (22:44):
Is there water boiling out everywhere? It's smoking?
Speaker 2 (22:48):
Okay, just says it is.
Speaker 3 (22:50):
So we need to go. So we need to go
to this temperature sensor. We need to see what's happening
at that sensor. I'm guessing it's two wire YEP. So
we're gonna have either we're gonna have some kind of
reference voltage whatever that may be five volts, eight volts,
(23:11):
twelve volts. We're gonna have a ground so, I mean,
what your feedback voltage is doing or you're either your
sensor is going to be the ground and you're gonna
have a five volte wire and a reference wire, or
you know, vice versa the other scenario that I just said.
I'm not sure on this particular vehicle how that system works,
but either you're gonna have a sensor that's grounding itself
(23:32):
to the engine block, and you're gonna have a five
volt reference or a twelve volt or eight volt like
I said, And then on your other wire that's gonna
be your signal wire going back to your PCM that's saying, hey,
i've got this, I've got that, I've got this. You know,
is my five volts going down to too making it
two hundred degrees one way or the other. But there's
(23:53):
gonna be some testing involved in this as far as
what's the computer actually seeing. We put a sensor, and
we know the sensor is probably okay, right, you know,
I replaced it sure and okay, So we can essentially
rule out a sensor. So the first place I'm going
(24:14):
to go is I'm going to see what's my reference
voltage supposed to be. And I'm going to go right
to the computer. I want to know what the computer
is seeing from this sensor. Maybe it's not seeing anything.
Speaker 2 (24:25):
It's going down, might not be getting the signal back there.
Speaker 3 (24:28):
You know, in which case, do I got a broken wire?
Vice versa. Is the PCM shot in this particular circuit
fairly intermittent? Okay?
Speaker 8 (24:37):
So if I disconnect the battery and she'll drive three days,
no problem.
Speaker 3 (24:43):
Okay, she drove.
Speaker 8 (24:45):
Up to Aim, no problem, stopped, and then she came
back on the next day.
Speaker 3 (24:52):
Yeah.
Speaker 2 (24:53):
Electrical, electrical, Yeah, it's got a good connection, bad connection.
Speaker 3 (24:57):
It works until it doesn't. There's no rhyme or reason
into it. Ninety percent of the electrical problems I see
are intermittent. But we have to start by testing at
the computers.
Speaker 2 (25:06):
When it's not working.
Speaker 3 (25:07):
From our sensor to our computer, is that working? And
it is cool? From our computer to our dash is
that working? Okay? Cool? And we go on and on
from there until we find a significant problem. I mean,
it could have a wire that's rubbing on something. I mean,
it could be a green connector is where I find
(25:29):
most of my intermittence. Green connections are horrible, and this
particular part of the world is known for them. That's
our major export.
Speaker 2 (25:40):
With all the rest of the world is the green
electrical Yeah, and so and everything else. So yeah that
that or you're gonna have to wait till it does
it full time and then you're gonna it's easier to
track down when it does it full time.
Speaker 3 (25:51):
Dude.
Speaker 2 (25:51):
An intermittent is just that, it's an intermittent.
Speaker 8 (25:54):
Yeah, So that's more like a dealer chip technician type.
Speaker 2 (26:00):
Well, it's it's hard. So when you're checking out a
car that everything's fine. That's what it is. Everything's fine,
and you do what Kyle says is that you go
from that. What you know is have is a problem
the coop and temperature sensor, and you follow that wire
all the way back to the computer and you start
doing visual checks to see if you can see it.
You might have a you might have a harness rubbing
(26:22):
through on a the engine block coming around a corner.
See see that all the time on a lot of things.
You might have a green connector where the uh the
where it plugs into the PCM. So you have to
get a wiring diagram out. You have to know where
you're going. You got to get a road map out.
Otherwise it's just there's too much going.
Speaker 3 (26:41):
On, no matter what you see, Everything's going to be right.
Speaker 8 (26:43):
Yep, yep, Yeah, I appreciate it.
Speaker 2 (26:46):
Ye you bat Rich appreciate the call.
Speaker 3 (26:48):
And you know in testing intermittence and I mean, this
is going to be a little bit above the backyard
mechanic kind of thing. Yeah, we see intermittens all the time.
And the one thing I'll do because with our scanners,
our scopes, everything, we can take pictures and save them.
So if I have a circuit, like say, is coolant
temp circuit and it's working fine, now that's what I
(27:11):
want to plug into it, and I'm going to take
pictures of it. I know that this is what it's
supposed to be. And then when I have the issue,
then I can compare it.
Speaker 2 (27:19):
Yeah, known good numbers, and then you can put it
against something that's going goofy. So all right, we're gonna
take another call. We're going over to Bill. Bill's got
an old one Chevy Express. Bill, what's up today?
Speaker 7 (27:32):
Hi, guys.
Speaker 6 (27:33):
I enjoy your program. Yeah, listen, I've got the old
one Chevy Express. When I drive it, I get sort
of a stutter when I under a light throttle load.
Sorry of a thing. It's not an engine issue. I
(27:53):
don't believe not throwing any lights or anything. It's been
suggested that it might be the uh, the torque. What
do you think of that.
Speaker 3 (28:05):
I think it's a possibility.
Speaker 2 (28:07):
Sure, drop it if are you running in and overdrive
most of the time, like when you're doing it, yes,
drop it down to uh.
Speaker 3 (28:15):
Just drive or manually shift up and see if you
get it.
Speaker 2 (28:18):
Right right, do it manually go from first, second to third.
Don't go into overdrive, but just go first, second, third
and see if your problem goes away, or just drop
it out of overdrive, just into third and and take
overdrive completely out of the out of the system and
see or out of the equation and see if it
still does it.
Speaker 6 (28:40):
And if it does, that would confirm it'd probably be
a torqunver or it could be.
Speaker 3 (28:45):
Tor converter, the solenoid, the tornverter lockups, solenoid.
Speaker 6 (28:51):
Could could a could a transmission shop actually pull that
information out of that transmission.
Speaker 3 (29:00):
I don't know that they're going to scan it and
like get a code and like physically go through that way.
I mean, if you don't have any check engine light
on or anything. I mean, we're just going off of
what we've seen.
Speaker 2 (29:10):
Yeah, and it might have codes in the computer that
don't pop up with the check engine night won't come
on for that. So yes, they'll go through their progressions
and say, okay, this is where this should be. This
lock up number should be over here, and oh look
at that, it's clear over there when it does it
or no, that's it right in line to what it
should be.
Speaker 3 (29:30):
Yeah, we're looking at when the lock up solenoid comes
on and what your pressure is at that point.
Speaker 6 (29:35):
Yeah.
Speaker 2 (29:36):
Yeah, So yeah, there to answer you a question, there
are specific things they can take a look at it
and again with just like the previous caller, if it's
an intermittent and you take it and drive it and
see it and everything looks fine, that's what that's the
result they're going to come up with. So unfortunately, you
just have to have them drive it and drive it
(29:57):
or take it to them when it seems to act
up more.
Speaker 6 (30:01):
Right, right, I got it? Hey, can I ask you
one more question? Yeah, I've got a locking differential in
this van, the G eight I believe they call it,
and from what I see, the recommendation is to replace
the grease in it was something without a friction modifier. Okay,
(30:24):
I can't buy it. I can't find the grease without
a friction modifier.
Speaker 2 (30:31):
What's it calling for?
Speaker 3 (30:34):
Should just be eight ninety.
Speaker 6 (30:36):
Right, seventy ninety?
Speaker 3 (30:39):
Uh, okay, so it's semisynth.
Speaker 2 (30:41):
Yeah, yeah, well that's not really that's not a friction modifier.
But it's if it's a synthetic base they're talking about
when you're talking a friction modifier. At least, what I'm
talking about is a totally separate bottle that you put
in there.
Speaker 3 (30:54):
You get a little medicine jar sized can and pour
it in.
Speaker 2 (30:57):
Yeah.
Speaker 6 (30:59):
Well, everything I'm mind tells me it's for a limited slip, uh,
which has a friction modifier in it. I mean, I
mean everything.
Speaker 2 (31:13):
Yeah, well, I don't think you're going to hurt anything
with it, but I know I'm not. I think you
have to go through the data sheet material material data
sheet and kind of see what's in it. But I
guess it really depends on just how much is in there.
I mean, we surface a lot of weird differentials and
never really have a problem. And it's it's if you
(31:34):
have it in there, it's not really going to hurt
anything at all.
Speaker 3 (31:40):
I mean, if I mean if we're talking about just
like a lock up rear end. I mean, we don't
have any frictions. Yeah, we have bearings, yeah, and the
friction modifier isn't going to affect your bearings.
Speaker 2 (31:51):
No, no, as long as they're good. Yeah yeah, yeah.
It's only when you've got clutchbacks in there that you
need a friction modifier to to have that be a
part of it. Otherwise it's going to chatter going around corners.
Now you'll be you'll be fine.
Speaker 6 (32:08):
Okay, thanks so much for your time.
Speaker 2 (32:10):
You bet appreciate the call. All Right, we're gonna take
quick breaks on mister Mechanics show, will be back and
answers a few more questions. We'll be back in a minute.
A lot of fluids that go into cars, you know,
for example, transmission fluid, they had the Dextern three, then
they came out with Dextron six, and everything that took
three now can take six. So the same goes with
(32:31):
you know, differential stuff too. So if they're moving that up,
they'll put in technologies change and fluids change, and you know,
if they're putting an older style, but the new style
can go in a lot of that new stuff too.
The biggest thing is to check to see what goes
into the differential or the transfer case or because not
(32:53):
everything is is shared and not everything is the same.
In some vehicles you'll have transmission fluid differential, uh, transfer
case fluid and rear differential and all three things are separate.
Sometimes the transmission and the transfer case are the same.
You just you have to go check. Colors matter too,
(33:15):
because you just never know you want you want the
correct color, right, Kyle.
Speaker 3 (33:19):
There's so many different colors and fluids. I mean, Chrysler's
been through what four different coolants. We had orange green,
we have pink.
Speaker 2 (33:27):
Purple, blue, transfer case fluid. I mean, yeah, everything'sould color coded.
You gotta be cool, thank God, because I'm a little simple.
Colors are good for me. Lets your color blind?
Speaker 3 (33:38):
And then what do you do, Kyle? Taste it?
Speaker 2 (33:40):
Well, taste it there? I forgot about that. Taste it
all right. We're gonna head over to John. John's got
a two thousand dodge to coded John? What's up today?
Speaker 7 (33:49):
Hey guys? Sticks taking my call? Bet I guess spas
used truck. It's only got one hundred and twenty four
thousand miles on it. Po for twenty yesterday on the
highway in that wind. The only thing I did to
this truck, the gas that was in it when I
(34:12):
bought it was giving me the light to put gas
in it. So yesterday when I put gas in it,
I put some tea boone in it, because like I said,
I just got the truck and then I drove it
to me on the highway and pulled this po for twenty.
You didn't run rough or nothing. I read the code
this morning and cleared it and just don't know what
I should turn the two next.
Speaker 2 (34:33):
You just couldn't wait to stick something in the gas can,
could you. No, you couldn't wait.
Speaker 7 (34:41):
It's been sitting for Yeah.
Speaker 2 (34:44):
Well you got a four to twenty, which is a
catalyst efficiency code. Is what that is? Catletic converter. The
computer just sees that the catalytic converter is not as
efficient as it was before. Now the person you bought it,
you just say, you just bought it.
Speaker 3 (35:00):
Yeah, yep, Okay.
Speaker 2 (35:02):
Well they might have cleared the code and that code
was around for a while and uh now it's just
coming back because it took a while. It took a
while to set or the c foam which doesn't generally
have that kind of problem.
Speaker 3 (35:14):
Maybe I don't know that that would be that instantaneous.
I wouldn't either convert catalytic converter codes. I mean, they
take weeks sometimes to come back.
Speaker 2 (35:22):
Right right, I think it was there before. I you know,
I don't know that I'm going to worry about it
too much at all. In a two thousand Dodge, it's just.
Speaker 3 (35:32):
If you're running good and you've got good performance. I mean,
it's kind of a non issue unless that light's a
problem for you.
Speaker 7 (35:38):
Yeah, no, well clear it out, yeah yeah,
Meet Bob. He's a four time tire rotation champion. When
he was a baby, his first words were automatic transmission fluid.
Bob's so cool, he has engine coolant running through his veins.
And then there's Kyle, also premium unletted. Legend has it
that Kyle can change your oil with his toes and
(00:22):
that he can tell your tires all pressure just by
how you're walking. He's Bob, He's Kyle, and every Saturday
morning they morphed together to form the greatest superhero known
to man. Mister Mechanic check engine lights, don't stand a chance.
This is the Mister Mechanic Show on eleven ten, kfab.
Speaker 2 (00:45):
Great Saturday morning to you. This is a mister Mechanic show.
Five five, eight, eleven ten is the numbers to get in.
Get in early so we can answer those questions for
you to get you back to fixing that car. Just
you know that dying question that you've you've been trying
to remember to ask all week. Why does it do this?
Why did you do that?
Speaker 3 (01:06):
Yeah?
Speaker 2 (01:07):
Who knows, right, Kyle?
Speaker 3 (01:09):
Yeah, I do.
Speaker 2 (01:10):
We asked those questions all the time, so we already
you can in service centers here in Omahaff fiftieth and
Dodge eightieth and Dodge and Guaranteed Breaks forty ninth Avenue
and Dodge. Stop in, see us. Let's get you back
on the road. You know, do everything we can. Stop in,
eat a candy bar, you know, get your car fixed,
vacuum wash it, do all that kind of stuff. Full service.
(01:32):
No one said about the only two stations left in
town that have full service. So stop in see it.
If you don't want to pump your gas, don't want
to check your tires. We got guys that do. We
got guys that do. We got guys I'd love to
do that, So stop on it. Take a look. You know, Kyle,
it's been you know, there's always something interesting in the shop.
We were just talking about that. Yeah, we're always just
(01:54):
talking about that.
Speaker 3 (01:55):
There is.
Speaker 2 (01:55):
It's just you know, it's a it's a great place
to it's a great place to work. There's always something
interesting going on. We checked got a car in the
other day that had there's no problems. She had a problem,
but there was just no problems with it. We pulled
the codes and the only code that came up in
this car had nothing to do with any problems that
she particularly had. It had a steering wheel temperature overheat code. Okay,
(02:21):
which means your steering wheel got too hot. I had
not seen one of those before. And there's codes for everything,
by the way, and that's kind of why I bring
it up.
Speaker 3 (02:31):
Now.
Speaker 2 (02:31):
As we've said many times, that's not necessarily where your
problem's at, but something is going on. It's giving you alert,
for example, that a steering wheel got too hot at
some point.
Speaker 3 (02:42):
Yeah. Like I've said before, codes are just a ZIP code.
They aren't the exact address to your problem.
Speaker 2 (02:47):
No, no, and that's.
Speaker 3 (02:48):
You're in a roundabout area.
Speaker 2 (02:50):
Yeah. Yeah, And there is a certain percentage I don't
know what the percentage might be, ten percent, maybe twelve
percent that the code that you have is exactly what
the problem is. But you take the code and do
more investigation from there, and you know, over a period
of time, we've developed up enough to be able to say, Okay,
(03:11):
that code's probably going to go there. We need to
go check that out and make sure that's what it is.
Just replace the part because the code comes up, because
that just leads to well now what, yeah, now what? Yeah,
it's always a now what yeah, yeah, And that's what
a lot of So I got a phone call the
other day that somebody wanted me to look at their car,
(03:33):
and they had they had replaced every known possible thing
that they could, and then wanted to bring it in
for a diagnostic to figure out what it is. Well,
that gets even more difficult. And when you do that,
the diagnostic kind of gets extended, because now not only
do you have to go look for the problem, but
(03:54):
you got to look to see what they had done,
to see if they had done that right or if
they did it all right, and you got the cheapest
part available, and now that part has failed, so they
actually fixed the problem, it's just the part is not
good enough to solve the problem long term. So it
gets it gets kind of complish, monotonous, monotonous, complicated crazy.
(04:21):
It's just, you know, the manufacturers have done a way
better job that they did to pay back in the
days in the seventies and eighties and early nineties, but.
Speaker 3 (04:30):
Even late nineties, early two thousands, I mean, we've come
leave some miles and miles away from where we were
as far as you know codes, I mean, we're still
seeing a lot of the same codes that we were
seeing twenty years ago. Because they're all generic, all your
PO codes. I mean, when they build the car and
write the software, they just got this list here. Pick this.
(04:50):
If this is happening, this is the closest thing. It's
not an exact code. It's not even a manufacturer specific code. Yeah,
well it's just a guess. And you used to have
misfire number two. Well, now you got misfire number two.
It'll break it down to an injectory or coil now,
so it sees a resistance through the computer and can
kind of see that. So it's but still it's a
(05:12):
it's a scavenger hut sometimes.
Speaker 2 (05:15):
All right, we're gonna head over to Robert. Robert's got
an O four to Ford Ranger. Robert, what's up today?
Speaker 4 (05:21):
Well, I have a question on the battery. It's an
old Ranger and the battery's about twelve years old, and
I need another battery in it. I have a marine
battery that looks like it would fit in there. Is
it okay to put a marine battery in there, at
least for the time being? Well, would that cause any
(05:41):
harm or in that truck?
Speaker 3 (05:43):
As long as it doesn't ground out on the hood,
You're Aoka.
Speaker 2 (05:46):
Yeah, because that battery is going to be like a
fifty nine series and that's kind of a short, little
squatty battery yea. And yeah it is because the fifty
nine is a very specific to that Ranger. You know,
we carry him, but we only carry one because we
don't move him that often.
Speaker 3 (06:07):
I think they only used it in the Ranger in
the Taurus.
Speaker 2 (06:09):
Yeah exactly. And so to coils to Kyle's point is
that that deep cycle is going to be taller. I
don't think you're going to be able to shut the
hood without grounding on the on the hood, that'd be
my opinion. But get a tape major out and uh
(06:30):
major from side to side. We're more worried about the
height if if for some reason, this is not a
this deep cycle is not as is is as tall
as what you have in there. Yeah, you can use it,
it's not for the time being anyway, it's not. And
you can probably running through the summer if you want
like that, but it's you know, when it comes to
cold weather, it's not going to be what you want.
Speaker 4 (06:53):
Could you tell me what is the difference between a
marine battery and an automotive battery?
Speaker 2 (07:01):
They just don't have the the cranking amps.
Speaker 5 (07:05):
Okay.
Speaker 2 (07:06):
The car battery is more about that that excessive load
right now to get your starter running and get it going,
and that that big bulk that gets it up and going.
And then once that gets going, then everything else is
fine and it can maintain. The deep cycles are for long,
(07:27):
drawn out, low amperage. I'm running a trolling motor for hours,
so but you're not. But that trolling motor is running
ten amps for twenty hours. It's not got a peak
of you know, one hundred amps and then comes back
down to ten. That's really what that's.
Speaker 3 (07:44):
Kind of why.
Speaker 4 (07:46):
Okay, okay, well, I sure appreciate that information. That that
answers my question. I m the old truck I hardly
ever used, and I just saw, well to keep it going,
I check that marine battery in there. If it will fit,
I'm gonna do some measureing up now.
Speaker 2 (08:03):
Yeah. Yeah, And they were pretty specific. And you know,
batteries have gotten stupid in price. They just keep going, Yeah,
they just keep going.
Speaker 4 (08:14):
The battery I had in it, I gave fifty dollars
for it. I thought, oh my god, this is crazy. Yeah,
I'm looking at batteries for one hundred and fifty.
Speaker 2 (08:23):
Yeah. Yeah, and that's probably the cheapest one you can find.
But twelve years old, you're doing pretty good. Really.
Speaker 4 (08:30):
Yeah, it's it's still moving along. It's only a four cylinder,
so yeah, maybe that many battery, if it will fit,
will be enough in there to start it.
Speaker 2 (08:42):
There you go, Well, maybe you just have to move
the battery box down.
Speaker 5 (08:47):
Yeah, Okay, get.
Speaker 2 (08:49):
Your cutting torch out and we'll just move the battery box.
Cutting torch and welder and just move the battery box down.
How about that?
Speaker 4 (08:56):
Yeah, torch. If not wheel, and if it doesn't work,
well it won't matter because I'll just run over it. Anyhow.
Speaker 2 (09:01):
There you go. Appreciate it, Robert, you bet, you bet.
We're gonna head over to Kevin. Kevin's got a ninety
six Chevy pickup. Kevin, what's up today?
Speaker 4 (09:13):
Hi?
Speaker 6 (09:14):
Uh? I called a couple of weeks ago about the
Feld pleasure drop that we're gonna find a league.
Speaker 7 (09:21):
I think of it.
Speaker 2 (09:21):
Checked out, Yeah, check valve injectors. Yeah yeah, and.
Speaker 7 (09:29):
Then now I'm driving along in my fuel gage.
Speaker 8 (09:34):
It's just.
Speaker 2 (09:37):
Okay, hmmm, well you're we've got an electrical issue, so.
Speaker 3 (09:46):
Have you put a fuel pump in.
Speaker 8 (09:48):
It about forty years okay, so it's time for another one.
Speaker 2 (09:55):
Yeah in that truck. Yeah, in that truck. Yes, So
you're only going to have a couple of problems. One
is going to be the dash or one's gonna be
the fuel pump and the sending unit. And these were
very common to have sending unit problems and fuel pump problems. Yeah,
and fuel pump problems, and also the connector problems that
go to the fuel pump. So every fuel pump you buy, uh,
(10:18):
you pretty much redo the connector because the connector always
got burnt from the factory. So that's just typically what happens.
I mean, your are the possibilities. You could have a
baffle broken the tank.
Speaker 3 (10:33):
Or the instrument cluster. I mean, there's an easy way
to test it. These trucks. You can get to your
fuel pump connector. I think it's what four or five
wires on that one right there on the on the
frame rail back by your where your filler two goes
into the tank, and you can find which wire goes
to your fuel gauge and just unplug the connector first
(10:57):
of all, and then start your truck or turn the
key on. Does your needles still do weird things? Secondly,
I mean you're with it unplugged, you're either gonna go
full or empty one of the two. Does it do that?
Do you go full or empty? And then secondly you
can ground that and see if it sweeps the other way.
(11:18):
That's gonna test your dash And it's a pretty easy test.
You can do it with a paper clip if you want.
Speaker 2 (11:23):
Yeah, And that's gonna tell you want full one way.
And then when you unplug it or ground light ground it,
it's gonna go the other way. And that that's testing
your gauge. And then you know you got a fuel
pump problem. But my guess, and Kyle's guess, that just
floats bad, and it floats bad, sending units bad. Yeah, yeah,
I would. And also I would say, go buy a
(11:45):
fuel pump. That's not the cheapest one, not for that truck,
not for that truck. Buy a good one because you
only want to do it once. You don't want it
to pull it apart for the same problem. So all right, Kevin,
appreciate the call. All Right, we're gonna take quick breaking
the mister mechanics show Fight eleven tens the numbers to
get in. We'll be back in a minute.
Speaker 9 (12:06):
The problem is all inside your tire, he said to me.
The answer is easy if you simply stop the league.
Listen closely and you'll hear the air squeak. There must
be fifty ways to change your tires. Fifty ways to
(12:27):
change your tires. You gotta get out the jack zack.
Speaker 2 (12:31):
Watch out for the rim jim.
Speaker 9 (12:33):
You don't need to be quick slip, just get the
job done. Tigen up those folks coat. It don't cost
you much gus. Then give a good kit mine and
the job is done. My name is jetting down.
Speaker 2 (13:05):
Again. Five five, eight, eleven tens numbers to get in.
We've got a few open lines, but we're going to
head into a couple other callers at the moment. Tim's
got a two thousand and two gmc Tim, what's up today?
Speaker 10 (13:18):
Yes, I got a two thousand and two gmc high
Sierra twenty five heavy HD with an eight point one
leader and it's got two to sixty thousand on it.
When it's warmed up as stop flight or stop at
stick ups, it doesn't die out, just tickups.
Speaker 3 (13:36):
Just kind of aquick a kind of thing.
Speaker 10 (13:39):
And don't go down the road.
Speaker 6 (13:40):
It's fine.
Speaker 10 (13:43):
I've changed the plugs, the wires. I'm thinking it could
be a coil. Maybe it gets hot.
Speaker 3 (13:47):
Yeah, it could be.
Speaker 6 (13:50):
I can figure out.
Speaker 3 (13:51):
And it just does it. It's really quick.
Speaker 2 (13:55):
Coils are usually going to come out underneath heavy load,
which is not always towing. It's just that first instant
burst as you go.
Speaker 3 (14:05):
Yeah, I mean my weight does the same thing. Like
when I started up throwing in gear. I'm sitting at
a stop sign. You'll feel what I feel. It's like
a misfire. Yeah, I mean I did the same thing.
I put plugs and wires in it one because it's
got over two hundred thousand and you know it's why
not coiled then, I don't know that I would go
(14:25):
that far without more evidence. Coils are expensive, Yeah, well
they are.
Speaker 2 (14:30):
What I would probably do is get yourself a water bottle,
spray everything down. Yeah, spray everything down. Maybe even do
it one evening, you know when uh, when it's got
a little bit after dusk, and then go spray it down.
Take that cover off there and spray your coils down,
maybe after it's warm, and then uh see if you
can see any electricity.
Speaker 3 (14:49):
You might just see you might see just.
Speaker 10 (14:54):
Yeah, you might just twelve and does the same thing too.
Speaker 2 (14:58):
Yeah, you might see something just know, just irks out
one little corner there and something along that line. But
you know, yeah, though the eight ones were great, they
passed everything but a gas station for the most part.
You know, that's right. But you know, I mean, what
else could you have there? Maybe a crank cam relearn
(15:21):
on that.
Speaker 3 (15:22):
Maybe maybe I've got the same thing on my truck.
And believe me, in my spare time, if I'm ambitious enough,
I'd go out there and mess with it. And I've
had scopes on everything on this truck, and I I
just deal with it. Nowadays, it could be a coil, sure,
I mean it only happens at idle, which leads me
(15:44):
further away from a coil. There's normally a coil does
its business going up a hill. I don't know what
to chocolate up to, to be honest with you. It's
just one of those things, you know. You some cars
have it. I mean, I've driven my truck with a
misfire monitor going and Chevy is actually very fast as
(16:05):
far as misfire readiness monitors, and it won't even pick
up a cylinder. I mean, maybe once in a while
I'll get one missfire on a cylinder, But how are
we gonna find one missfire?
Speaker 2 (16:16):
Yeah, you're the possibility is because it's at an idol
and you're just coming off of an idol. Would be
a throttle body, you know that that would be that
would be the other thing that I would think of.
Speaker 3 (16:25):
So maybe it's opening slow. Maybe this is just the
way that these are. I don't like. I say, it's
very well.
Speaker 2 (16:34):
Yeah, well try that, Tim, Let me you come up
with something. Let me know, because Kyle.
Speaker 3 (16:39):
Needs something too.
Speaker 7 (16:40):
Yeah, I wish, So.
Speaker 3 (16:44):
We appreciate the call.
Speaker 2 (16:47):
All right, We're gonna head over to Andy and he's
got a sixteen Chevy pickup. Andy, what's up today?
Speaker 5 (16:52):
Hi guys? Uh, it's eight cylinder, seventy one package. It
just seems to find a weird rpm. No matter what
gear I'm in, I'll be at isle, you know, stopped,
and it just purrs like a kitten. I'll go through
the gears and it just seems to want to find
(17:14):
the lowest gear and it is kind of shimmys and
it's like it's almost starving for gas because it's the
RPMs are so low. It seems to be between one
thousand and twelve fifty. It always no matter what gear
I'm in, unless I'm going down the interstate and you know, faster,
(17:34):
it just seems to want to find that. So it
just doesn't like it.
Speaker 3 (17:39):
It's shifting from the range too quick It's kind of
d are you saying that? It's like shifting through the
range and getting into passing gear too quickly.
Speaker 5 (17:49):
It seems to want to keep automatically going to a
different gear no matter. You know, if I hit the gas,
it'll stop. I can get it above twelve hundred at
RPMs or twelve fifty and the little vibration goes away.
But as I'm just cruising along let's say forty five
mile an hour through traffic, RPM just wants to stay
(18:14):
just above a thousand, and it just kind of shimmis
a little bit.
Speaker 3 (18:18):
Yeah.
Speaker 2 (18:18):
So what Kyle's asking is, does it want to go
it wants to go up through the gears quickly, or
does it want to go up and then down and
then up again and then back down.
Speaker 5 (18:27):
It doesn't it doesn't seem to want to go back down.
It just it just wants to find that rpm. Well
it's like weird.
Speaker 2 (18:36):
Yeah, they kind of all do. They want to find
their optimal range. That's why your shifting points are kind
of where they are. My truck, newer truck does the
same thing. It never seems to want to get past
it's a ten speed, but it ever seems to want
to get right in that fifteen to eighteen range. And
that's kind of where it wants to stay because that's
your optimal.
Speaker 3 (18:56):
That's fuel our range, fuele efficiency range, power range. Correct,
they're doing, okay, everything that they can to cut emissions
out of that tailpipe.
Speaker 2 (19:05):
It's not like the old days. We got three speeds
where it runs up to three grand and because I
got one of these cars, it runs up to three
grand and a boom backs down to twelve hundred, then
back up to three guaran and then it comes back. Yeah,
they have found and that's kind of why they have
these the transmissions that they have now, the CBTs, because
it's constantly it doesn't shift, it just constantly keeps you
(19:29):
in that optimal power band all the time.
Speaker 5 (19:33):
Well, that makes sense, that's what it seems like it's doing. Yeah,
I didn't know if that was a problem or an issue,
or that's just normal.
Speaker 2 (19:41):
I guess no, that's fairly normal. Now, if you're towing
something that the range is going to be up and
down a little bit more. But if it's just carrying
the vehicle itself, yes, it's going to be in that
power range most of the time. If you're driving it normal,
if you got your foot into it, no, the range
will go higher, the spread will be more.
Speaker 5 (20:01):
How's that Okay? That that makes perfect sense. I just
wanted to make sure there was nothing wrong with the truck.
It doesn't sound like there is no.
Speaker 2 (20:10):
It sounds like it's working pretty good. Yeah, it sounds
like it's good old yeah, good truck.
Speaker 5 (20:14):
Yeah. I love that truck. It got like seventy five
thousand miles. I'm gonna drive it for a long time.
Speaker 2 (20:18):
Yeah, I agree, I agree.
Speaker 5 (20:21):
Okay, Well, my pretty guys, you bet I.
Speaker 3 (20:23):
Appreciate the call.
Speaker 2 (20:24):
Andy the boy.
Speaker 3 (20:25):
Transmissions have come a long way. Yeah. Driving my Falcon
with a two speed automatic, I mean I'm going down
the highway sixty miles an hour, six thousand ARP people.
Speaker 2 (20:36):
I know it, I know it, and you know that
eight That six speed that I had was it was
a definite shift point every time boom boom, boom boom.
And now this ten speed is it's skipped gears. It
just it's just so smooth and by the.
Speaker 3 (20:48):
Time you really constantly shifting.
Speaker 2 (20:51):
Yeah, and when you put your foot into it, it
just goes, I mean just flat goes. All right, we're
gonna take a quick break in the mister MCCANNK show five, five, eight,
eleven ends and numbers again. We have some open lines
and uh, we'll be back in a bit. Rich, She's
got a twenty twenty Arcadia. Rich, what's up today?
Speaker 3 (21:08):
Good morning?
Speaker 8 (21:09):
Uh, the west car comes up with a stability control
and I lose the temperature tensor for the for the
inntine temp Okay, it replaced it and come back. So
I just connect the battery and she'll go three four days.
(21:31):
So all of a sudden pops back up.
Speaker 3 (21:34):
Do you get a check engine light with this or
just a stability track light and your tech age.
Speaker 8 (21:40):
No, no engine light unless he drives it more than
an hour and then it gets overheated and then then
it pops.
Speaker 3 (21:49):
So we've got an overheating issue.
Speaker 8 (21:51):
Yeah, well that's only because the temperature sensors not reading anything.
So at first, it's just s capability and the temperature
gage just sits down.
Speaker 3 (22:05):
Out of curiosity. What kind of codes do you have
in the stability track module or the ABS module.
Speaker 5 (22:13):
I don't have them with me.
Speaker 8 (22:14):
I don't remember.
Speaker 3 (22:15):
Okay, were any of them, like off the top of
your head, did any of them say anything like communication codes,
U codes anything like that.
Speaker 8 (22:25):
No, I think it's it was just the temperature sensor overheating.
Speaker 2 (22:30):
Well, so the default, the default most of the time
when it's having an issue like that is zero. They'll
go to zero. So and the fact that it's overheating
or it has overheated.
Speaker 3 (22:42):
Is the car physically overheated? Yeah?
Speaker 2 (22:44):
Exactly?
Speaker 3 (22:44):
Is there water boiling out everywhere? It's smoking?
Speaker 2 (22:48):
Okay, just says it is.
Speaker 3 (22:50):
So we need to go. So we need to go
to this temperature sensor. We need to see what's happening
at that sensor. I'm guessing it's two wire YEP. So
we're gonna have either we're gonna have some kind of
reference voltage whatever that may be five volts, eight volts,
(23:11):
twelve volts. We're gonna have a ground so, I mean,
what your feedback voltage is doing or you're either your
sensor is going to be the ground and you're gonna
have a five volte wire and a reference wire, or
you know, vice versa the other scenario that I just said.
I'm not sure on this particular vehicle how that system works,
but either you're gonna have a sensor that's grounding itself
(23:32):
to the engine block, and you're gonna have a five
volt reference or a twelve volt or eight volt like
I said, And then on your other wire that's gonna
be your signal wire going back to your PCM that's saying, hey,
i've got this, I've got that, I've got this. You know,
is my five volts going down to too making it
two hundred degrees one way or the other. But there's
(23:53):
gonna be some testing involved in this as far as
what's the computer actually seeing. We put a sensor, and
we know the sensor is probably okay, right, you know,
I replaced it sure and okay, So we can essentially
rule out a sensor. So the first place I'm going
(24:14):
to go is I'm going to see what's my reference
voltage supposed to be. And I'm going to go right
to the computer. I want to know what the computer
is seeing from this sensor. Maybe it's not seeing anything.
Speaker 2 (24:25):
It's going down, might not be getting the signal back there.
Speaker 3 (24:28):
You know, in which case, do I got a broken wire?
Vice versa. Is the PCM shot in this particular circuit
fairly intermittent? Okay?
Speaker 8 (24:37):
So if I disconnect the battery and she'll drive three days,
no problem.
Speaker 3 (24:43):
Okay, she drove.
Speaker 8 (24:45):
Up to Aim, no problem, stopped, and then she came
back on the next day.
Speaker 3 (24:52):
Yeah.
Speaker 2 (24:53):
Electrical, electrical, Yeah, it's got a good connection, bad connection.
Speaker 3 (24:57):
It works until it doesn't. There's no rhyme or reason
into it. Ninety percent of the electrical problems I see
are intermittent. But we have to start by testing at
the computers.
Speaker 2 (25:06):
When it's not working.
Speaker 3 (25:07):
From our sensor to our computer, is that working? And
it is cool? From our computer to our dash is
that working? Okay? Cool? And we go on and on
from there until we find a significant problem. I mean,
it could have a wire that's rubbing on something. I mean,
it could be a green connector is where I find
(25:29):
most of my intermittence. Green connections are horrible, and this
particular part of the world is known for them. That's
our major export.
Speaker 2 (25:40):
With all the rest of the world is the green
electrical Yeah, and so and everything else. So yeah that
that or you're gonna have to wait till it does
it full time and then you're gonna it's easier to
track down when it does it full time.
Speaker 3 (25:51):
Dude.
Speaker 2 (25:51):
An intermittent is just that, it's an intermittent.
Speaker 8 (25:54):
Yeah, So that's more like a dealer chip technician type.
Speaker 2 (26:00):
Well, it's it's hard. So when you're checking out a
car that everything's fine. That's what it is. Everything's fine,
and you do what Kyle says is that you go
from that. What you know is have is a problem
the coop and temperature sensor, and you follow that wire
all the way back to the computer and you start
doing visual checks to see if you can see it.
You might have a you might have a harness rubbing
(26:22):
through on a the engine block coming around a corner.
See see that all the time on a lot of things.
You might have a green connector where the uh the
where it plugs into the PCM. So you have to
get a wiring diagram out. You have to know where
you're going. You got to get a road map out.
Otherwise it's just there's too much going.
Speaker 3 (26:41):
On, no matter what you see, Everything's going to be right.
Speaker 8 (26:43):
Yep, yep, Yeah, I appreciate it.
Speaker 2 (26:46):
Ye you bat Rich appreciate the call.
Speaker 3 (26:48):
And you know in testing intermittence and I mean, this
is going to be a little bit above the backyard
mechanic kind of thing. Yeah, we see intermittens all the time.
And the one thing I'll do because with our scanners,
our scopes, everything, we can take pictures and save them.
So if I have a circuit, like say, is coolant
temp circuit and it's working fine, now that's what I
(27:11):
want to plug into it, and I'm going to take
pictures of it. I know that this is what it's
supposed to be. And then when I have the issue,
then I can compare it.
Speaker 2 (27:19):
Yeah, known good numbers, and then you can put it
against something that's going goofy. So all right, we're gonna
take another call. We're going over to Bill. Bill's got
an old one Chevy Express. Bill, what's up today?
Speaker 7 (27:32):
Hi, guys.
Speaker 6 (27:33):
I enjoy your program. Yeah, listen, I've got the old
one Chevy Express. When I drive it, I get sort
of a stutter when I under a light throttle load.
Sorry of a thing. It's not an engine issue. I
(27:53):
don't believe not throwing any lights or anything. It's been
suggested that it might be the uh, the torque. What
do you think of that.
Speaker 3 (28:05):
I think it's a possibility.
Speaker 2 (28:07):
Sure, drop it if are you running in and overdrive
most of the time, like when you're doing it, yes,
drop it down to uh.
Speaker 3 (28:15):
Just drive or manually shift up and see if you
get it.
Speaker 2 (28:18):
Right right, do it manually go from first, second to third.
Don't go into overdrive, but just go first, second, third
and see if your problem goes away, or just drop
it out of overdrive, just into third and and take
overdrive completely out of the out of the system and
see or out of the equation and see if it
still does it.
Speaker 6 (28:40):
And if it does, that would confirm it'd probably be
a torqunver or it could be.
Speaker 3 (28:45):
Tor converter, the solenoid, the tornverter lockups, solenoid.
Speaker 6 (28:51):
Could could a could a transmission shop actually pull that
information out of that transmission.
Speaker 3 (29:00):
I don't know that they're going to scan it and
like get a code and like physically go through that way.
I mean, if you don't have any check engine light
on or anything. I mean, we're just going off of
what we've seen.
Speaker 2 (29:10):
Yeah, and it might have codes in the computer that
don't pop up with the check engine night won't come
on for that. So yes, they'll go through their progressions
and say, okay, this is where this should be. This
lock up number should be over here, and oh look
at that, it's clear over there when it does it
or no, that's it right in line to what it
should be.
Speaker 3 (29:30):
Yeah, we're looking at when the lock up solenoid comes
on and what your pressure is at that point.
Speaker 6 (29:35):
Yeah.
Speaker 2 (29:36):
Yeah, So yeah, there to answer you a question, there
are specific things they can take a look at it
and again with just like the previous caller, if it's
an intermittent and you take it and drive it and
see it and everything looks fine, that's what that's the
result they're going to come up with. So unfortunately, you
just have to have them drive it and drive it
(29:57):
or take it to them when it seems to act
up more.
Speaker 6 (30:01):
Right, right, I got it? Hey, can I ask you
one more question? Yeah, I've got a locking differential in
this van, the G eight I believe they call it,
and from what I see, the recommendation is to replace
the grease in it was something without a friction modifier. Okay,
(30:24):
I can't buy it. I can't find the grease without
a friction modifier.
Speaker 2 (30:31):
What's it calling for?
Speaker 3 (30:34):
Should just be eight ninety.
Speaker 6 (30:36):
Right, seventy ninety?
Speaker 3 (30:39):
Uh, okay, so it's semisynth.
Speaker 2 (30:41):
Yeah, yeah, well that's not really that's not a friction modifier.
But it's if it's a synthetic base they're talking about
when you're talking a friction modifier. At least, what I'm
talking about is a totally separate bottle that you put
in there.
Speaker 3 (30:54):
You get a little medicine jar sized can and pour
it in.
Speaker 2 (30:57):
Yeah.
Speaker 6 (30:59):
Well, everything I'm mind tells me it's for a limited slip, uh,
which has a friction modifier in it. I mean, I
mean everything.
Speaker 2 (31:13):
Yeah, well, I don't think you're going to hurt anything
with it, but I know I'm not. I think you
have to go through the data sheet material material data
sheet and kind of see what's in it. But I
guess it really depends on just how much is in there.
I mean, we surface a lot of weird differentials and
never really have a problem. And it's it's if you
(31:34):
have it in there, it's not really going to hurt
anything at all.
Speaker 3 (31:40):
I mean, if I mean if we're talking about just
like a lock up rear end. I mean, we don't
have any frictions. Yeah, we have bearings, yeah, and the
friction modifier isn't going to affect your bearings.
Speaker 2 (31:51):
No, no, as long as they're good. Yeah yeah, yeah.
It's only when you've got clutchbacks in there that you
need a friction modifier to to have that be a
part of it. Otherwise it's going to chatter going around corners.
Now you'll be you'll be fine.
Speaker 6 (32:08):
Okay, thanks so much for your time.
Speaker 2 (32:10):
You bet appreciate the call. All Right, we're gonna take
quick breaks on mister Mechanics show, will be back and
answers a few more questions. We'll be back in a minute.
A lot of fluids that go into cars, you know,
for example, transmission fluid, they had the Dextern three, then
they came out with Dextron six, and everything that took
three now can take six. So the same goes with
(32:31):
you know, differential stuff too. So if they're moving that up,
they'll put in technologies change and fluids change, and you know,
if they're putting an older style, but the new style
can go in a lot of that new stuff too.
The biggest thing is to check to see what goes
into the differential or the transfer case or because not
(32:53):
everything is is shared and not everything is the same.
In some vehicles you'll have transmission fluid differential, uh, transfer
case fluid and rear differential and all three things are separate.
Sometimes the transmission and the transfer case are the same.
You just you have to go check. Colors matter too,
(33:15):
because you just never know you want you want the
correct color, right, Kyle.
Speaker 3 (33:19):
There's so many different colors and fluids. I mean, Chrysler's
been through what four different coolants. We had orange green,
we have pink.
Speaker 2 (33:27):
Purple, blue, transfer case fluid. I mean, yeah, everything'sould color coded.
You gotta be cool, thank God, because I'm a little simple.
Colors are good for me. Lets your color blind?
Speaker 3 (33:38):
And then what do you do, Kyle? Taste it?
Speaker 2 (33:40):
Well, taste it there? I forgot about that. Taste it
all right. We're gonna head over to John. John's got
a two thousand dodge to coded John? What's up today?
Speaker 7 (33:49):
Hey guys? Sticks taking my call? Bet I guess spas
used truck. It's only got one hundred and twenty four
thousand miles on it. Po for twenty yesterday on the
highway in that wind. The only thing I did to
this truck, the gas that was in it when I
(34:12):
bought it was giving me the light to put gas
in it. So yesterday when I put gas in it,
I put some tea boone in it, because like I said,
I just got the truck and then I drove it
to me on the highway and pulled this po for twenty.
You didn't run rough or nothing. I read the code
this morning and cleared it and just don't know what
I should turn the two next.
Speaker 2 (34:33):
You just couldn't wait to stick something in the gas can,
could you. No, you couldn't wait.
Speaker 7 (34:41):
It's been sitting for Yeah.
Speaker 2 (34:44):
Well you got a four to twenty, which is a
catalyst efficiency code. Is what that is? Catletic converter. The
computer just sees that the catalytic converter is not as
efficient as it was before. Now the person you bought it,
you just say, you just bought it.
Speaker 3 (35:00):
Yeah, yep, Okay.
Speaker 2 (35:02):
Well they might have cleared the code and that code
was around for a while and uh now it's just
coming back because it took a while. It took a
while to set or the c foam which doesn't generally
have that kind of problem.
Speaker 3 (35:14):
Maybe I don't know that that would be that instantaneous.
I wouldn't either convert catalytic converter codes. I mean, they
take weeks sometimes to come back.
Speaker 2 (35:22):
Right right, I think it was there before. I you know,
I don't know that I'm going to worry about it
too much at all. In a two thousand Dodge, it's just.
Speaker 3 (35:32):
If you're running good and you've got good performance. I mean,
it's kind of a non issue unless that light's a
problem for you.
Speaker 7 (35:38):
Yeah, no, well clear it out, yeah yeah,
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