Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
Speaker 1 (00:01):
Meat 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 as Premium Unleaded. Legend has
it that Kyle can change your oil with his toes,
(00:22):
and that he can tell your tires ille pressure just by.
Speaker 2 (00:25):
How you're walking.
Speaker 3 (00:27):
He's Bob, He's.
Speaker 1 (00:28):
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 4 (00:45):
Good Saturday morning to you. This is a Mister Mechanic show.
Five five, eight to eleven tens the numbers to get in.
Get in early so we can answer that particular question
that you need, whether it's gets you back to the
part store, that one troubling problem you just can't get.
We're here to try to guide you in the right area,
and in a lot of cases we'll have that exact
ad exact problem for you and how to fix it.
(01:08):
So next to me, as always is Kyle. Good morning Kyle. Yeah, boy,
it's gonna warm up nice today. It's getting nice today,
it's gonna warm up again, and I'm sure it's gonna snow. Yeah,
we're in that kind.
Speaker 5 (01:19):
Of I mean, it's what seventy on Tuesday, So Wednesday
we should have another blizzard. I think we're scheduled.
Speaker 4 (01:24):
It wasn't that a weird couple of days. I don't
like it, but you know, that's just part of this month. Yeah,
we know we're going to have something like this in March. Yeah,
so it's just a matter of I didn't see. I
didn't see near the slipping and sliding, so maybe the
last time. Honestly, I mean people got some tires. Yeah,
that and they did a lot better job of plowing
(01:44):
the snow. Like I was shocked. I woke up and
I was like, oh, let's look at the blizzard. And
they had already plowed my street. I was like, this street,
they took the time out of this. Now I see
some ginormous potholes out there.
Speaker 5 (01:59):
Oh, there's a huge one up by the saddle creaking dodge. Yeah,
there's cars getting swallowed into this. And I was following
a guy and he hit it and sparks.
Speaker 4 (02:08):
So I had a customer asked me what should I do?
I said, Well, what I normally do is I don't.
I'm not on somebody's bumpers as much as I used
to be. You know, I'm back off, so when I
see their car go down in and down around, I'm
looking to see. You gotta be a little bit of
a race car driver, Yeah, and you got to be
able to go one side and go the other. But
you back off a car link and maybe a two
(02:30):
car links, and then you can see what that guy's
doing in front, and you can avoid the pothole. The myths.
And then she says, should I go through them really slow?
Or should I go through them fast? Eh?
Speaker 5 (02:40):
You know, if you don't hit the brakes.
Speaker 4 (02:42):
Don't hit the brakes. Don't if you're if you're already
really slow, then go through them slow. Otherwise boom, go
over top as quick as you fast. Maybe hit the gas,
go over top of it.
Speaker 5 (02:51):
Just don't hit the brakes. You don't want to wheel
the lock up and dead hit the end of that pothole. Yeah,
then you get wheels and tires bad and yeah, like
to bend because they're already stressed.
Speaker 4 (03:02):
Yeah, and you know, if you ruin a tire, it's
it's expensive, but it's not the end of the world.
What you really don't want to do is ruin the tire.
The rim, Yeah, the frame bend a control arm. Just
like Kyle said that the strut. I mean that goes
from you know, one hundred and fifty to two hundred
dollars for a tire to thousands of dollars in a heartbeat.
Speaker 5 (03:23):
Because that's the insurance company on the phone.
Speaker 4 (03:25):
Yeah, because all these cars are designed to crumple. I mean,
they are designed to crumple in an impact, and that's
to save you, the occupant, any injury jury damage. The
old cars back in the seventies and sixties and fifties,
they were tanks. Yeah, but you got thrown around. Sometimes
(03:46):
you end up in the trunk, you know, in a good,
good crash, or are they threw you out the window?
Speaker 5 (03:50):
Because that brings up a good point, Bob. So, as
few of you may know, I'm a fan of, you know,
destruction and things like that. Demolition derby's are a great
time to spend any free time in the summer. Generally
every Saturday night within one hundred miles of here you
can find a demolition derby. Where's the I mean, these
(04:12):
cars are getting harder to find and they're getting expensive.
Where are we going to be in twenty years? Like,
what's our demolition derby going to be? I mean, you
don't want to be out there a Honda Civic or
anything like.
Speaker 4 (04:22):
That, nor your sixty six chrysl or Newports are probably
not around so much anymore, are they?
Speaker 5 (04:26):
You know?
Speaker 4 (04:27):
And that's the winner. Yeah, the guy that found that
car one.
Speaker 5 (04:30):
Yeah, you got ten miles before you hit the front
bumper from the radiator and it's all steel.
Speaker 4 (04:35):
Yeah, you really can't go buy a you know, eighty
six Ford Probe and expect to win, can't you?
Speaker 5 (04:42):
How would you like to clean up the track after all,
it's just plastic and stuff everywhere.
Speaker 4 (04:47):
Yeah, you're right, because so many people when I talked
to ask why did this fall off? What was going on?
I said, Well, it's plastic that's attached to plastic that's
screwed to with plastic fasteners. So at some point everything
blows up and you can only screw the plastic screws
in one or twice and it's done. It's stripped out.
(05:09):
It's so you gotta buy a new Somebody planned it
that way.
Speaker 5 (05:14):
So we're going to have to find So this is
my mission. We got to find the perfect demolition derby car.
Like you said, the Chrysler Newport. Yeah, they're curial. I
mean those were the old school, you know. We got
to find a new school demolition derby car. Which one
can stand up the best one that runs with its
you know, yeah, the five pound aluminum radiator and the and.
Speaker 4 (05:35):
The four body trunk. Yeah, you know, the old the
old mobster four body trunk. Let's head over to Kevin.
Kevin's got a ninety six Chevy pickup. Kevin, this right
up our alley. What's going on today?
Speaker 3 (05:47):
Uh?
Speaker 6 (05:48):
Well, I've been having a little issue with the running
right and it's throwing a P zero one three one code.
So I checked for vacuum leaks. There are none, So
and I want to check the fuel pressure. Turn the
key on. It's about sixty one sixty two and then
drains down below twenty.
Speaker 5 (06:08):
Okay, you got a leak? Yeah, So is this thing
running rich.
Speaker 4 (06:16):
Too much fuel?
Speaker 6 (06:18):
Well, it's it's saying that upstream O two sensor on
number one side is a low loculge.
Speaker 7 (06:29):
Right right, Okay, well you could have that that oxygen
sensor doesn't happen very often on a Chevrolet, but you
could have that stuck in one position and not moving
at all.
Speaker 4 (06:42):
And it'll run terrible. And just that's why Kyle was
asking whether it was running rich And what he means
by that is is a tailpipe all black? Is it
just kind of a chunk a chunk, chunk, chunk, but
it's just kind of blowing black smoke out the tailpipe.
Speaker 6 (06:58):
No, I'm not getting any black smoke up a tail pipe. Okay.
It runs rough idols a rough run, like almost like
it has a miss.
Speaker 5 (07:07):
So here's what I want you to do. So this
is the early Vortec engine and you got that black
plastic thing on top right.
Speaker 2 (07:14):
Yeah.
Speaker 6 (07:14):
I got the spider injector up to the the updated
one of the individual injectors on the end.
Speaker 5 (07:22):
Okay, cool, So that's one part of the update. But
it's still got that original fail prone regulator in there.
So here's what I want you to do. You've got
your fuel gauge hooked up and this is going to
be fairly easy. You take your air boot off, you
take the throttle body off the intake, so you can
see right down in there. If you look towards the back,
(07:44):
you can see your spider in there. You can even
get a small magnet or a small mirror down there
if you need a better look at it. And then
have somebody go in the truck and just cycle the
key to the on position. Don't crank it by any means,
because this is the will start and it will idle
it twenty thousand RPMs. Yeah, so just have them turn
(08:05):
the key on. Watch your fuel pressure gauge it goes
up to sixty. Shut the key off. It'll start coming down.
Then you look for fuel going into that intake. If
you see any fuel, it is too much fuel.
Speaker 4 (08:18):
Yeah, it should be a dry atmosphere.
Speaker 5 (08:21):
Exactly right.
Speaker 6 (08:22):
I'll look for it like wash clean underneath the regulator.
Speaker 5 (08:26):
Oh yeah, you'll see clean aluminum in there. But once
you get your throttle body off, you can look down
in there, use a mirror, whatever you got to do,
and you can see around in there. If you see
anything like that, then like I say, cycle the key
and you'll know if the fuel's going in there.
Speaker 4 (08:41):
They weren't very very common back in the day, but
yet it happened. It happened a lot.
Speaker 6 (08:47):
Yeah, what the key on? It drains down under twenty pounds.
Speaker 5 (08:51):
Okay, Yeah, so we got to get our fuel system
to maintain pressure. I mean, it should hold pressure for
twenty minutes easily. It'll pay back to.
Speaker 4 (09:00):
The pump that old style.
Speaker 5 (09:02):
Yeah, but let's start there and let's see what that does.
Because if it's you know, leaking, because you're talking bank
one censor one, so you're gonna be on the driver's
side of the car. So I mean, let's look at
bank one of that spider because clearly something sucking that
side of the engine. So let's look for a leak
over there, not so much, you know, the whole thing,
(09:25):
but look for a leak on that side. Let's narrow
down that cylinder.
Speaker 4 (09:28):
Yeah, the driver sides. You're one, three, five, seven, and
that's kind of why it's hitting that one and you're
two four six. Doesn't really eight doesn't really play into
it right now. So and what did you tell me
your fuel pressure was when it was running.
Speaker 6 (09:44):
Well, I haven't checked it running yet because of the
way it drained down right away, something wrong got it, okay,
but you know, it seems to start easy enough. You
don't have to crank it forever. It seems fire right off,
But like I said, it's idle and really rough. I
have changed the O two sensor about oh three weeks ago.
Speaker 4 (10:07):
Okay, So does this it runs rough? But does it
smooth out at all? I mean, once you get it
going and kind of rev it up a few times,
does it smooth back out or does it stay rough
the whole time?
Speaker 6 (10:17):
No, it stays rough the whole time.
Speaker 4 (10:19):
Okay. So we've isolated it down to the left bank
and we're checking fuel, and you've already replaced the O
two sensor, so we know that's more than likely not
stuck in one position causing it there.
Speaker 5 (10:30):
There's no exhaust leaks on that exhaust manifold No, okay,
all right, so we got.
Speaker 4 (10:36):
That ruled out. Yeah.
Speaker 5 (10:37):
Have you pulled the spark plugs on that bank? See
what they look like?
Speaker 8 (10:40):
Uh?
Speaker 6 (10:42):
No, I haven't, but I changed them a couple of
weeks ago.
Speaker 4 (10:45):
Okay.
Speaker 5 (10:45):
So if we pull them now, let's see if they're black?
Speaker 4 (10:47):
Yep, Maybe that isolates down to what cyone you're you're
aft after.
Speaker 6 (10:52):
I mean, so it could also be like an injector stuck.
Speaker 5 (10:55):
Open absolutely could be an injector just leaking not nicely
necessarily stuck. But I mean they could essentially look like
they're working fine, but you get a couple of drips
down on top of that valve better more than what
it's calling for.
Speaker 4 (11:10):
Then yeah, it rich condition. It could be not working
at all, dripping a little bit, or wide open all right,
stuck wide open if you pull the plugs, which is
easy enough to do, and you can say, Okay, one
looks good, and three looks good, five looks terrible, seven
looks great. All right, Now we've isolated it down. And
that's a lot of what fixing cars is is just
(11:31):
process of elimination or going through your methodology of this, this,
this and this and get to the problem. Alrighty, all right,
try that, Kevin. If it's got any more issues, he
calls back, we'll work you through some more.
Speaker 6 (11:45):
All right, thank you.
Speaker 4 (11:46):
All right, we're gonna take quick break on the Mister
Mechanics Show'll be back in a minute.
Speaker 9 (11:49):
Hello, I'm Sarah McLaughlin's brother. Did you know that every
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(12:12):
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Your donation will help complete a mechanic's life by giving
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(12:33):
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Speaker 4 (12:56):
Thank you, We are I Buchanan Service Centers at fiftieth
and Day eightieth and Dodge Guaranteed breaks forty ninth Avenue
and Dodge stop in see us. We'll get you back
on the road with a bump and bruise and squeaks
and rattles whatever it is we'll get you going, you know,
and one of the other because I used to own
one of those trucks too and had it for many
(13:17):
years at ninety six Chevy that Kevin had, you know,
one thing that was so very common in him and
I don't know if this is specifically is the problem,
but they had intake gaskets that were bad all the time.
Speaker 5 (13:28):
I used to do them all the time, oh regularly,
by the week.
Speaker 4 (13:31):
By the week. And it's because they went to this
plastic intake gasket that had rubber seals around it, hot cold, hot,
cold over you know, a bunch of times it just
broke down. So they made new gaskets that were steel,
and that certainly kind of led a bunch of air
in where it shouldn't go in and kind of confuses
the two has a lot of problems. So if that
(13:53):
hasn't been done, it's something else you might want to
look at too.
Speaker 5 (13:56):
Kevin and those trucks, I mean, those were always tough
as far as two diagnostics, because that's right at the
switchover from OBD one to OBD two. So OBD two
speaking like modern day cars, like say a brand new
car pulls in right now with this same code. So
anytime I see an O two sensor with low voltage,
(14:19):
meaning it's pulling itself down, I'm immediately looking for a vacuum.
Week now on those trucks, that wasn't true, right, because
I mean we're that's still a very very primitive O
two sensor. Yeah, it isn't, you know.
Speaker 4 (14:36):
And to have an O two we only I've only
think I've run across a couple of those vehicles that
actually had an O two sensor that was bad and
it caused the car to run so terrible it would
hardly make it in the shop. And that's only two
out of all those trucks I've ever seen. And it
just was not a very common thing to happen. And
it can happen anything if it just sticks one side
and stays there. Computer doesn't know what text going on.
(14:58):
It's it's the computer's be told by that sensor what's
going on.
Speaker 5 (15:01):
And I mean those were, like I said, they were
very primitive systems. I mean there's not a lot computer
controlled or anything like that going on compared to what
we got today. Yeah, I mean, oh my god. I
mean remember the OBED one two centers.
Speaker 4 (15:15):
There's one wire one wire.
Speaker 5 (15:17):
You could unplug the thing. You can do whatever you want.
Speaker 4 (15:19):
We don't even know why it was there. Yeah, we're
gonna head over to Dave. Dave's got a seventeen Ford Edge. Dave,
what's up with the car today?
Speaker 10 (15:30):
So it is a buddy of mine's car and I
was traveling with him and we had the flashing check
engine light come on and started the car started shaking
pretty bad. We were able to pull into an autopart store,
diagnose it and find out out of that four cylinder
engine we had an issue on head three on cylinder three, So,
(15:55):
borrowing some tools, we started with the spark plug. That
didn't solve it, put a different coil in, and then
it ran like a champ. Check engine light went out.
Everything was fine, probably put about five hundred more miles
on it. We were traveling long distance and after three
or four days of driving it, it happened again. Did
(16:18):
the same thing. Took it to an autopart store, diagnosed it,
cylinder number three, bought a new coil. The new coil
in all is fine with exception to this time. The
check engine light didn't go out, not flashing, and it
runs like a champ. But beyond my question of what
do you think else is going on with this? I've
(16:39):
had mechanics tell me in the past that when you
change a coil lot, you need to change every one
of them out. So that's my first question. And if
the answers you asked could be the issue of that
light's not going out and will this come around again
because of that, or what do you guys think is
going on with this twenty seventeen Ford edge.
Speaker 4 (16:59):
First of all, what did the coil look like when
you pulled it out? Did it look normal but it
just went bad or looked like it had been somebody
took a blow towrds to it.
Speaker 10 (17:08):
It was a little dark on the bottom side, it
was a little it looked a little burn and the
spark plug coming out was very very difficult to get out,
and it looked a little burn on the bottom side too.
Speaker 4 (17:19):
Yeah, that's just being in the car for a long time.
So these had these had numerous problems.
Speaker 5 (17:27):
Yeah, coils are one of them. Ford has had issues
with coils, you know, the last thirty years. This is
nothing new. So quality of coil that you put in
a Ford is key that and I mean as far
as putting all four of them in there. I don't
really agree with that. I replaced coils one at a time.
Speaker 4 (17:47):
Yeah, there's all the time. There are certain cars that
it's probably a good idea. There's certain cars that when
you have to spend three hours to get to one coil,
maybe you do all you do all of them on
that bank. You know, you do three on that side,
just because you're duplicating a tremendous amount of labor to
get to it. So, yes, there are some European cars.
(18:09):
When one goes bad, you should do all six, eight, four,
whatever they are, because when you take a brand new
coil and the rest of them are weak, it just
makes the other one cascade down and go. So is
it a great plan to do? Yeah, it's kind of
a tough economic thing to do because it turns a
repair that could be a couple hundred dollars into thousand bucks,
(18:32):
one thousand bucks, fifteen hundred depending on the vehicle, turn
into two thousand dollars, And that's usually a way out
of people's budget to be able to replace all the
coils at one time.
Speaker 5 (18:41):
Right, So I mean, so if you scan this thing,
is it's still misfiring or what kind of code do
you have?
Speaker 10 (18:49):
Well, I'd have to go back and do that. We
never did when the light is stationary on now it
hasn't been taken back in and scanned. Get so I'm
kind of missing that.
Speaker 2 (19:00):
Part of the puzzle.
Speaker 5 (19:01):
Okay. So it's always good like whenever you do a repair,
especially a misfire repair on a newer vehicle, and especially Ford,
you have to go in and clear the code from
the computer. Just because the light went out. I mean cool,
I mean that's great food for thought. I mean it's
(19:21):
eye appeasing. But Ford's computer drivers. I mean on a
V eight, if you got a misfire and you just
throw a coil in it, you're still gonna have a
misfire until you turn that light off because if it
senses high resistance in a coil, it's going to shut
that driver off.
Speaker 4 (19:38):
That's the last thing you did. That's the last thing
it's seen. It is still things that sees.
Speaker 5 (19:41):
That And that came about in oh, probably twenty thirteen
to fifteen. What Bob was asking you about that coil.
It looked like it got hit by a blowtorch because
Ford had an issue with coils in certain vehicles four
cylinders and six cylinders, the driver would stick on and
it would melt these coils down into the engine. We'd
(20:03):
have to drill them out, chisel them out, everything else,
because those drivers would stick on. Now, whenever it sends
its high resistance a misfire situation, it just cuts that
driver off all together and until you clear that code,
it won't turn it back on.
Speaker 4 (20:18):
So and you'll have certain codes for PO three three three,
and that's a misfire on that cylinder. But you'll also
have a code for a ignition coil code two. And
these cars are also kind of common for a few injectors. Yeah,
you know, all of a sudden we'll go through a
(20:39):
rash of them. Well, you won't see them for the
longest time, and then all of a sudden you'll see
two or three of them in a row.
Speaker 5 (20:44):
Then it always catches you by surprise, and.
Speaker 4 (20:47):
Always catches you by surprise because injectors they don't go
bad near as bad as what they used to. And
but you know, across the board, you're just you just
don't see them for a year, and next thing you know,
you see one a month for you know whatever. So
that's something else that can that can be in there
and cause a problem and you can't really well. The
(21:08):
other thing we noticed too is that it'll be bad
but won't stay bad. It'll be bad and then goes away. Yeah,
and then it comes back. Then it comes back and forth.
So to be able to catch it, you're thinking, oh,
coil and plug, and you know that's your normal thing,
but you don't really catch that particular problem until it
becomes a problem. You see all the time, and it's
mispiring for you all the time.
Speaker 5 (21:28):
So so I mean, if it's running fine, now clear
your codes out of there. Let's just monitor it. Maybe
we had a bad coil.
Speaker 4 (21:34):
Yep.
Speaker 5 (21:35):
It happens often more often than you want to think,
but we write. So let's just clear a code and
see what happens from there.
Speaker 4 (21:43):
But it has more problem, give us a call back.
We'll see if we can help you some more.
Speaker 10 (21:48):
Thank you both for your time.
Speaker 4 (21:49):
You bet appreciate it. Call Daves all right, we're gonna
take quick breaking the Mister Mechanics show five, five, eight,
eleven ten. We'll be back in a minute. David, what's up?
Speaker 8 (21:56):
Oh hi, Hi guys, thanks.
Speaker 4 (21:59):
For picking I call you bet.
Speaker 5 (22:02):
What can we help you with today.
Speaker 8 (22:03):
Okay, first of all, I'm from different countries, so hopefully
I'm my sick. My English is not as good as
you guys, so just be you know, patient with me, please.
So I have, but this is my daughter's car and
it's a two nine hundred Civic and I'm not mechanics,
(22:27):
but yeah, I'm pretty technical. So what happened was this?
It happened, you know, all happened. The airplie took your
part like a oh, the albox area for the drag
before the draur body, and reason I took that off
because the I have to replace the camp position things
(22:50):
that has a seal in it. Okay, you know what
I'm talking about. The seilo was well now, so you
know all it was kind of leaking, so I replaced
the other theater. After that put the older you know,
l box back in there, and after that I started
(23:10):
off and started just fine, and the other engine was
running just like a normal. But the engine goes, engine
temperature goes like a little high apter in about you know,
ten minutes running and the engine goes like you know, crazy,
(23:31):
and eventually it will stop. So I was kind of frustrated.
But after I took out all the you know, spark
plugs and everything, and I noticed that the spark plugs
or wet by the gas. I'm pretty sure that's a gas.
When I smell it, it smelled like a gaskay. And
(23:53):
so that's what happened, and you know, I drite them up.
I even try with the new spark plug. It still
does the exact same thing. Once that engine goes down.
If you try the tuny pack on, you you could
not turny back on. You have to wait at least,
you know, a half day or something so that the
gas in thea somewhere drives up. Put the spark plug
(24:18):
back in, try to start it up. It'll start just
like a normal.
Speaker 4 (24:23):
Okay, yeah, sounds like so it sounds like it's overheating.
Speaker 5 (24:28):
Yeah, I have you looked at the coolant level? Are
you actually overheating? Like when this thing won't start as
the gauge pegged.
Speaker 8 (24:39):
No, it's not. You know, take the coolant and the
coolant level is just fine, and you know everything it
looks just fine except you know, the spark plug. Why
if I try to keep the yankin and try the
tuny pack on right after it happens, eventually, you know,
smoke coming out of the engine.
Speaker 5 (24:58):
So you're running really rich. So so yeah, in taking
off this air box and everything, if my mental picture
is right, that's kind of a big kind of deal.
Over there on the passenger side of the car. Could
you have bumped the coolant temperature sensor? And is that possible?
Do you think could it have gotten a hit?
Speaker 8 (25:17):
Maybe I never touched the cool temperatures I mean the
coolant tempa.
Speaker 5 (25:22):
Sensor, and I get that, but I mean nobody intentionally
bumps it. But I mean that's kind of a big box.
I mean, could something have gotten awry? Can we unplug
that temperature sensor and see if there isn't any coolant
inside that connector maybe it's leaking through.
Speaker 4 (25:39):
Yeah, because if the coolant temperature sensor goes bad, then
it thinks it's minus forty degrees below zero, and.
Speaker 5 (25:45):
Then you're gonna have fuel going into that engine like crazy.
You're gonna run hotter because you're running rich yep.
Speaker 4 (25:50):
And when it's when it's sixty degrees outside, that's five
times the amount of fuel that it needs and it
can cause problems. So that's what we would do. Put
it on a scanner and look at these numbers and say, okay, yeah,
that thing is minus forty. We have problems.
Speaker 8 (26:06):
Actually, I have a scanner and I put it in
when it pushed happening, I.
Speaker 6 (26:11):
Put the scanner in it.
Speaker 8 (26:13):
I've got a Colte Pizero one one three, which is
like an intake air temperature failure.
Speaker 4 (26:21):
Yeah, that's because you had it unplugged.
Speaker 8 (26:24):
Yeah, so you know I was, I was changing you
know this, I think this type of car the intake
air tempature sensor and ed it into the n F
sensor together, right, So I replaced that sensor and still
did the exact same thing.
Speaker 4 (26:42):
So before this, before we started any of this kind
of repair, did everything seemed to run pretty good other
than the oil league. Okay, so what we got to
do is take well, Kyle's mentioning here, so we got
to take a giant step backwards. So you created something.
We just don't know what you created because we can't
see it. But if it was working fine before, and
(27:03):
all you did was replace one thing, and you either
got it off, didn't get it in there correctly, or
you bumped something else and cause the problem didn't mean
to didn't know you did it but nonetheless you did it,
because if it's got a problem now and it didn't
half an hour.
Speaker 5 (27:22):
Ago, we created something, we created something.
Speaker 4 (27:25):
And this happens all the time. It happens to us,
so it just happens every mechanic. You just got to
take a step back and say, what did I do? Well,
this is what I did. Let's go look, you'll find it.
Speaker 8 (27:35):
Well, so is there a chance that I, you know,
did something wrong and I replaced the other like what
they call it cam us in a position, you know,
bracket or something. There's a little rub of cilia in it.
The sea was pretty you know, beat off, so I
have to put a new in it. I don't and
(27:55):
put it back on. That's all I did.
Speaker 4 (27:57):
Well, I don't know that you did, but you might
pull that upon and take a look. But because just
because we don't think he did, doesn't mean it didn't
happen again. You got to take it. You got to
take a step backwards, go through back through the repair
that you just did. You might get your aha moment
and go, okay, well that was easy now I figured
it out. But don't look too hard into it, because
(28:18):
it's going to be something easy. It's gonna be something simple,
because something simple broke and caused it to go the
other way.
Speaker 2 (28:24):
So okay, you'll get it.
Speaker 4 (28:27):
Just go back and take a visual look at everything,
kind of move some wires around, move some connectors around.
It just something got hit or you know, it happens.
Speaker 8 (28:36):
Okay, all right, right, you know, I'll just go back
what I did and see if I can, you know,
take care of it.
Speaker 4 (28:42):
But yeah, visually, I'm.
Speaker 8 (28:45):
In the miserable. You know, I'm kind of miserable right now.
So I step back from the car for a moment
and maybe I can try to do that later a
time or something.
Speaker 4 (28:54):
Then there you go. You got the idea. Now. I
appreciate the call.
Speaker 8 (28:58):
Day, thanks for picking my call.
Speaker 4 (29:01):
I have good day, guys, you do, thank you. All right,
We're gonna head over to Jim. Jim's got an O
four Odyssey. Jim, what's up today, gentlemen.
Speaker 2 (29:08):
I appreciate your still. I've got a V six front
wheel drive on Odyssey. I have adjusted the valve and
there they're noisy, and I know a loose valve is
a happy valve. Should I adjust these on the tight side?
Is that going to quiet them down? And does the
noise from being a little loose. Does that hurt anything?
Speaker 4 (29:31):
Now, it doesn't necessarily hurt anything. Your performance probably hurts
theme thing. It's it's it'll it cause mechanical.
Speaker 5 (29:37):
When you adjusted these valves, was your engine warm?
Speaker 2 (29:41):
Oh no, it's always stone cold. I know that.
Speaker 5 (29:43):
Yeah, okay, So adjust your exhaust valves, you know, get
it close when they're cold, and then just let it
warm up a little bit and try adjusting them again.
Exhaust valves can be tough because they expand. Yeah, that's
why your gap is always big on your exhaust valve
as far as your spec and in most cases, I mean,
(30:05):
the only engines we really adjust them on are the Hondas,
which we don't really do a whole lot of in
suber Rus. And I know suber Us. I mean I've
put thousands of Subaru engines together and I always have
to go back and do them twice. And it's always
the exhaust side that messes me up. So I mean
on the exhaust side, I mean, if you feel comfortable, don't,
(30:26):
by any means tighten these things up. But a little
bit tighter is okay. And by a little bit I
mean a little bit.
Speaker 4 (30:34):
That's what I was going to suggest, if you want
to tighten them a little bit, yes, but don't don't
go from ten thousands to fifteen. You want to go
from ten to eleven?
Speaker 2 (30:43):
Yeah, that kind But if the range is like eight
to ten, do you want to go on the eight side?
Just do it eight to make them on the tight
side of the range, is what I'm saying.
Speaker 5 (30:54):
How many miles are on.
Speaker 2 (30:55):
The car one hundred and thirty, okay.
Speaker 5 (30:58):
So we can expect somewhere on top of these valves.
So I would go tighter, but.
Speaker 2 (31:05):
Not past the specs.
Speaker 5 (31:07):
Mm hmm. If you're at the spec now and you've
warmed it up and double checked where you're at, then yeah,
like I if it are at eight, you know, maybe
try seven.
Speaker 2 (31:20):
Am I am. I gonna warm it up after I
adjust it when it's all apart. You know, you can't
do that because it's.
Speaker 5 (31:27):
Yeah, I mean you're gonna be essentially, I mean, get
it hot, get it up to operating temperature, and you're
gonna have to pull your intaking valve covers. So you're
gonna have some time and it's still gonna be warm
enough to do this measurement, you know, give or take
how long it takes you to get these valve covers off.
I mean, if you can get them off in an
hour or so, yeah, you'll.
Speaker 2 (31:46):
Probably be Okay, So I want to adjust him when
the motor is warm. And that's what you're saying.
Speaker 5 (31:51):
The exhaust valves.
Speaker 4 (31:52):
Okay, yeah, the intakes it's cold.
Speaker 2 (31:57):
All right, because the any any valves I've ever adjusted it,
always make sure it's cold.
Speaker 4 (32:01):
Yeah. Yeah, but you also got one hundred and thirty
thousand miles on things, so you don't know what the
cams look like. You don't know just what was worn
in there. I mean, whether you got a follower that's
a little bit loose, something along that line.
Speaker 5 (32:13):
So I always like to when I'm adjusting valves on
any of my old stuff or whatever, get them warm
because exhaust valves are going to expand you want to
see this enginet operating temperature. What's happening here to get
your valve timing right?
Speaker 4 (32:28):
Okay, all right, Jim, appreciate the call. All right, take
quick break. We back in a minute and answer some
more calls. Gonna head over to Rob. Rob's got a
twenty fourteen GMC Rob. What's up today?
Speaker 3 (32:40):
Hey, how's it going good. I got the three hundred
code misfire. It's the six to two meter motor. I
have a tuner on it. It's not tuned, but it
reads codes and different things. I've reset it a couple
of times and it takes a little bit and then
it comes back. There's no specific cylinder like P three
(33:00):
oh one or three oh five. It's always the PO
three hundred code. I put new plugs and wires on it,
probably less than five hundred miles ago.
Speaker 5 (33:11):
How bad does it run.
Speaker 3 (33:14):
Well on a cold when when it's a cold start,
it actually feels pretty normal, and then it gets worse
as it warms up, and so by the time it
gets the temperature, it's really rough. And when you're in drive,
like at a stop sign, it almost feels like it
could could die on you.
Speaker 5 (33:30):
So with your tuner that you have, will it allow
you to look at the cylinders?
Speaker 4 (33:37):
No?
Speaker 5 (33:38):
Okay, So here's what I'm going to do. And this
is not uncommon at all on GM. I just I'm
looking at one today actually, so same code PO three hundred. Generally,
I mean, eventually it's going to set a cylinder, but
not right away.
Speaker 4 (33:53):
It doesn't want it doesn't know what it's doing right now.
Speaker 5 (33:55):
So GM generally, especially the V eights, Like if you
have let's say, cylinder four misfiring, you're gonna have cylinder
three whatever, the cylinder on the opposite side of the
block that's gonna misfire two. They're on the same crank lobe,
so you'll have one, you know. Like I'll pull up
(34:15):
my PI list of each cylinder and I'll see number
four is misfired one hundred and eighty times, cylinder three
as misfired sixty times, and it'll set a PO three hundred.
Because multiple cylinders are misfiring. It's just you know, natural
occurrence that this one's doing it, this one has.
Speaker 2 (34:36):
To do it.
Speaker 4 (34:37):
You need a little better scanner to get down to
the base of the problem.
Speaker 5 (34:41):
I mean, it sounds like you probably got a coil
that's breaking down. Maybe we don't do a lot of them,
but we do them.
Speaker 4 (34:46):
Yeah,
Meat 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 as Premium Unleaded. Legend has
it that Kyle can change your oil with his toes,
(00:22):
and that he can tell your tires ille pressure just by.
Speaker 2 (00:25):
How you're walking.
Speaker 3 (00:27):
He's Bob, He's.
Speaker 1 (00:28):
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 4 (00:45):
Good Saturday morning to you. This is a Mister Mechanic show.
Five five, eight to eleven tens the numbers to get in.
Get in early so we can answer that particular question
that you need, whether it's gets you back to the
part store, that one troubling problem you just can't get.
We're here to try to guide you in the right area,
and in a lot of cases we'll have that exact
ad exact problem for you and how to fix it.
(01:08):
So next to me, as always is Kyle. Good morning Kyle. Yeah, boy,
it's gonna warm up nice today. It's getting nice today,
it's gonna warm up again, and I'm sure it's gonna snow. Yeah,
we're in that kind.
Speaker 5 (01:19):
Of I mean, it's what seventy on Tuesday, So Wednesday
we should have another blizzard. I think we're scheduled.
Speaker 4 (01:24):
It wasn't that a weird couple of days. I don't
like it, but you know, that's just part of this month. Yeah,
we know we're going to have something like this in March. Yeah,
so it's just a matter of I didn't see. I
didn't see near the slipping and sliding, so maybe the
last time. Honestly, I mean people got some tires. Yeah,
that and they did a lot better job of plowing
(01:44):
the snow. Like I was shocked. I woke up and
I was like, oh, let's look at the blizzard. And
they had already plowed my street. I was like, this street,
they took the time out of this. Now I see
some ginormous potholes out there.
Speaker 5 (01:59):
Oh, there's a huge one up by the saddle creaking dodge. Yeah,
there's cars getting swallowed into this. And I was following
a guy and he hit it and sparks.
Speaker 4 (02:08):
So I had a customer asked me what should I do?
I said, Well, what I normally do is I don't.
I'm not on somebody's bumpers as much as I used
to be. You know, I'm back off, so when I
see their car go down in and down around, I'm
looking to see. You gotta be a little bit of
a race car driver, Yeah, and you got to be
able to go one side and go the other. But
you back off a car link and maybe a two
(02:30):
car links, and then you can see what that guy's
doing in front, and you can avoid the pothole. The myths.
And then she says, should I go through them really slow?
Or should I go through them fast? Eh?
Speaker 5 (02:40):
You know, if you don't hit the brakes.
Speaker 4 (02:42):
Don't hit the brakes. Don't if you're if you're already
really slow, then go through them slow. Otherwise boom, go
over top as quick as you fast. Maybe hit the gas,
go over top of it.
Speaker 5 (02:51):
Just don't hit the brakes. You don't want to wheel
the lock up and dead hit the end of that pothole. Yeah,
then you get wheels and tires bad and yeah, like
to bend because they're already stressed.
Speaker 4 (03:02):
Yeah, and you know, if you ruin a tire, it's
it's expensive, but it's not the end of the world.
What you really don't want to do is ruin the tire.
The rim, Yeah, the frame bend a control arm. Just
like Kyle said that the strut. I mean that goes
from you know, one hundred and fifty to two hundred
dollars for a tire to thousands of dollars in a heartbeat.
Speaker 5 (03:23):
Because that's the insurance company on the phone.
Speaker 4 (03:25):
Yeah, because all these cars are designed to crumple. I mean,
they are designed to crumple in an impact, and that's
to save you, the occupant, any injury jury damage. The
old cars back in the seventies and sixties and fifties,
they were tanks. Yeah, but you got thrown around. Sometimes
(03:46):
you end up in the trunk, you know, in a good,
good crash, or are they threw you out the window?
Speaker 5 (03:50):
Because that brings up a good point, Bob. So, as
few of you may know, I'm a fan of, you know,
destruction and things like that. Demolition derby's are a great
time to spend any free time in the summer. Generally
every Saturday night within one hundred miles of here you
can find a demolition derby. Where's the I mean, these
(04:12):
cars are getting harder to find and they're getting expensive.
Where are we going to be in twenty years? Like,
what's our demolition derby going to be? I mean, you
don't want to be out there a Honda Civic or
anything like.
Speaker 4 (04:22):
That, nor your sixty six chrysl or Newports are probably
not around so much anymore, are they?
Speaker 5 (04:26):
You know?
Speaker 4 (04:27):
And that's the winner. Yeah, the guy that found that
car one.
Speaker 5 (04:30):
Yeah, you got ten miles before you hit the front
bumper from the radiator and it's all steel.
Speaker 4 (04:35):
Yeah, you really can't go buy a you know, eighty
six Ford Probe and expect to win, can't you?
Speaker 5 (04:42):
How would you like to clean up the track after all,
it's just plastic and stuff everywhere.
Speaker 4 (04:47):
Yeah, you're right, because so many people when I talked
to ask why did this fall off? What was going on?
I said, Well, it's plastic that's attached to plastic that's
screwed to with plastic fasteners. So at some point everything
blows up and you can only screw the plastic screws
in one or twice and it's done. It's stripped out.
(05:09):
It's so you gotta buy a new Somebody planned it
that way.
Speaker 5 (05:14):
So we're going to have to find So this is
my mission. We got to find the perfect demolition derby car.
Like you said, the Chrysler Newport. Yeah, they're curial. I
mean those were the old school, you know. We got
to find a new school demolition derby car. Which one
can stand up the best one that runs with its
you know, yeah, the five pound aluminum radiator and the and.
Speaker 4 (05:35):
The four body trunk. Yeah, you know, the old the
old mobster four body trunk. Let's head over to Kevin.
Kevin's got a ninety six Chevy pickup. Kevin, this right
up our alley. What's going on today?
Speaker 3 (05:47):
Uh?
Speaker 6 (05:48):
Well, I've been having a little issue with the running
right and it's throwing a P zero one three one code.
So I checked for vacuum leaks. There are none, So
and I want to check the fuel pressure. Turn the
key on. It's about sixty one sixty two and then
drains down below twenty.
Speaker 5 (06:08):
Okay, you got a leak? Yeah, So is this thing
running rich.
Speaker 4 (06:16):
Too much fuel?
Speaker 6 (06:18):
Well, it's it's saying that upstream O two sensor on
number one side is a low loculge.
Speaker 7 (06:29):
Right right, Okay, well you could have that that oxygen
sensor doesn't happen very often on a Chevrolet, but you
could have that stuck in one position and not moving
at all.
Speaker 4 (06:42):
And it'll run terrible. And just that's why Kyle was
asking whether it was running rich And what he means
by that is is a tailpipe all black? Is it
just kind of a chunk a chunk, chunk, chunk, but
it's just kind of blowing black smoke out the tailpipe.
Speaker 6 (06:58):
No, I'm not getting any black smoke up a tail pipe. Okay.
It runs rough idols a rough run, like almost like
it has a miss.
Speaker 5 (07:07):
So here's what I want you to do. So this
is the early Vortec engine and you got that black
plastic thing on top right.
Speaker 2 (07:14):
Yeah.
Speaker 6 (07:14):
I got the spider injector up to the the updated
one of the individual injectors on the end.
Speaker 5 (07:22):
Okay, cool, So that's one part of the update. But
it's still got that original fail prone regulator in there.
So here's what I want you to do. You've got
your fuel gauge hooked up and this is going to
be fairly easy. You take your air boot off, you
take the throttle body off the intake, so you can
see right down in there. If you look towards the back,
(07:44):
you can see your spider in there. You can even
get a small magnet or a small mirror down there
if you need a better look at it. And then
have somebody go in the truck and just cycle the
key to the on position. Don't crank it by any means,
because this is the will start and it will idle
it twenty thousand RPMs. Yeah, so just have them turn
(08:05):
the key on. Watch your fuel pressure gauge it goes
up to sixty. Shut the key off. It'll start coming down.
Then you look for fuel going into that intake. If
you see any fuel, it is too much fuel.
Speaker 4 (08:18):
Yeah, it should be a dry atmosphere.
Speaker 5 (08:21):
Exactly right.
Speaker 6 (08:22):
I'll look for it like wash clean underneath the regulator.
Speaker 5 (08:26):
Oh yeah, you'll see clean aluminum in there. But once
you get your throttle body off, you can look down
in there, use a mirror, whatever you got to do,
and you can see around in there. If you see
anything like that, then like I say, cycle the key
and you'll know if the fuel's going in there.
Speaker 4 (08:41):
They weren't very very common back in the day, but
yet it happened. It happened a lot.
Speaker 6 (08:47):
Yeah, what the key on? It drains down under twenty pounds.
Speaker 5 (08:51):
Okay, Yeah, so we got to get our fuel system
to maintain pressure. I mean, it should hold pressure for
twenty minutes easily. It'll pay back to.
Speaker 4 (09:00):
The pump that old style.
Speaker 5 (09:02):
Yeah, but let's start there and let's see what that does.
Because if it's you know, leaking, because you're talking bank
one censor one, so you're gonna be on the driver's
side of the car. So I mean, let's look at
bank one of that spider because clearly something sucking that
side of the engine. So let's look for a leak
over there, not so much, you know, the whole thing,
(09:25):
but look for a leak on that side. Let's narrow
down that cylinder.
Speaker 4 (09:28):
Yeah, the driver sides. You're one, three, five, seven, and
that's kind of why it's hitting that one and you're
two four six. Doesn't really eight doesn't really play into
it right now. So and what did you tell me
your fuel pressure was when it was running.
Speaker 6 (09:44):
Well, I haven't checked it running yet because of the
way it drained down right away, something wrong got it, okay,
but you know, it seems to start easy enough. You
don't have to crank it forever. It seems fire right off,
But like I said, it's idle and really rough. I
have changed the O two sensor about oh three weeks ago.
Speaker 4 (10:07):
Okay, So does this it runs rough? But does it
smooth out at all? I mean, once you get it
going and kind of rev it up a few times,
does it smooth back out or does it stay rough
the whole time?
Speaker 6 (10:17):
No, it stays rough the whole time.
Speaker 4 (10:19):
Okay. So we've isolated it down to the left bank
and we're checking fuel, and you've already replaced the O
two sensor, so we know that's more than likely not
stuck in one position causing it there.
Speaker 5 (10:30):
There's no exhaust leaks on that exhaust manifold No, okay,
all right, so we got.
Speaker 4 (10:36):
That ruled out. Yeah.
Speaker 5 (10:37):
Have you pulled the spark plugs on that bank? See
what they look like?
Speaker 8 (10:40):
Uh?
Speaker 6 (10:42):
No, I haven't, but I changed them a couple of
weeks ago.
Speaker 4 (10:45):
Okay.
Speaker 5 (10:45):
So if we pull them now, let's see if they're black?
Speaker 4 (10:47):
Yep, Maybe that isolates down to what cyone you're you're
aft after.
Speaker 6 (10:52):
I mean, so it could also be like an injector stuck.
Speaker 5 (10:55):
Open absolutely could be an injector just leaking not nicely
necessarily stuck. But I mean they could essentially look like
they're working fine, but you get a couple of drips
down on top of that valve better more than what
it's calling for.
Speaker 4 (11:10):
Then yeah, it rich condition. It could be not working
at all, dripping a little bit, or wide open all right,
stuck wide open if you pull the plugs, which is
easy enough to do, and you can say, Okay, one
looks good, and three looks good, five looks terrible, seven
looks great. All right, Now we've isolated it down. And
that's a lot of what fixing cars is is just
(11:31):
process of elimination or going through your methodology of this, this,
this and this and get to the problem. Alrighty, all right,
try that, Kevin. If it's got any more issues, he
calls back, we'll work you through some more.
Speaker 6 (11:45):
All right, thank you.
Speaker 4 (11:46):
All right, we're gonna take quick break on the Mister
Mechanics Show'll be back in a minute.
Speaker 9 (11:49):
Hello, I'm Sarah McLaughlin's brother. Did you know that every
thirty minutes a mechanic goes without an oil change. Mechanics
all over the world are starving to simply replace some
intake manifold gas kets, or replace ignition coils and engine
coolant temperature sensors. In fact, one out of every ten
(12:12):
mechanics will go a full day without replacing an exhaust
gas recirculation valve. But now you can help. For just
seventy five cents a day, you can sponsor your own mechanic.
Your donation will help complete a mechanic's life by giving
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(12:33):
maybe even a catalytic converter. And in return for your contribution,
we'll send you a picture of your mechanic replacing an
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a mechanic's work day so that he doesn't get too
bored just sitting around in a dirty garage.
Speaker 4 (12:56):
Thank you, We are I Buchanan Service Centers at fiftieth
and Day eightieth and Dodge Guaranteed breaks forty ninth Avenue
and Dodge stop in see us. We'll get you back
on the road with a bump and bruise and squeaks
and rattles whatever it is we'll get you going, you know,
and one of the other because I used to own
one of those trucks too and had it for many
(13:17):
years at ninety six Chevy that Kevin had, you know,
one thing that was so very common in him and
I don't know if this is specifically is the problem,
but they had intake gaskets that were bad all the time.
Speaker 5 (13:28):
I used to do them all the time, oh regularly,
by the week.
Speaker 4 (13:31):
By the week. And it's because they went to this
plastic intake gasket that had rubber seals around it, hot cold, hot,
cold over you know, a bunch of times it just
broke down. So they made new gaskets that were steel,
and that certainly kind of led a bunch of air
in where it shouldn't go in and kind of confuses
the two has a lot of problems. So if that
(13:53):
hasn't been done, it's something else you might want to
look at too.
Speaker 5 (13:56):
Kevin and those trucks, I mean, those were always tough
as far as two diagnostics, because that's right at the
switchover from OBD one to OBD two. So OBD two
speaking like modern day cars, like say a brand new
car pulls in right now with this same code. So
anytime I see an O two sensor with low voltage,
(14:19):
meaning it's pulling itself down, I'm immediately looking for a vacuum.
Week now on those trucks, that wasn't true, right, because
I mean we're that's still a very very primitive O
two sensor. Yeah, it isn't, you know.
Speaker 4 (14:36):
And to have an O two we only I've only
think I've run across a couple of those vehicles that
actually had an O two sensor that was bad and
it caused the car to run so terrible it would
hardly make it in the shop. And that's only two
out of all those trucks I've ever seen. And it
just was not a very common thing to happen. And
it can happen anything if it just sticks one side
and stays there. Computer doesn't know what text going on.
(14:58):
It's it's the computer's be told by that sensor what's
going on.
Speaker 5 (15:01):
And I mean those were, like I said, they were
very primitive systems. I mean there's not a lot computer
controlled or anything like that going on compared to what
we got today. Yeah, I mean, oh my god. I
mean remember the OBED one two centers.
Speaker 4 (15:15):
There's one wire one wire.
Speaker 5 (15:17):
You could unplug the thing. You can do whatever you want.
Speaker 4 (15:19):
We don't even know why it was there. Yeah, we're
gonna head over to Dave. Dave's got a seventeen Ford Edge. Dave,
what's up with the car today?
Speaker 10 (15:30):
So it is a buddy of mine's car and I
was traveling with him and we had the flashing check
engine light come on and started the car started shaking
pretty bad. We were able to pull into an autopart store,
diagnose it and find out out of that four cylinder
engine we had an issue on head three on cylinder three, So,
(15:55):
borrowing some tools, we started with the spark plug. That
didn't solve it, put a different coil in, and then
it ran like a champ. Check engine light went out.
Everything was fine, probably put about five hundred more miles
on it. We were traveling long distance and after three
or four days of driving it, it happened again. Did
(16:18):
the same thing. Took it to an autopart store, diagnosed it,
cylinder number three, bought a new coil. The new coil
in all is fine with exception to this time. The
check engine light didn't go out, not flashing, and it
runs like a champ. But beyond my question of what
do you think else is going on with this? I've
(16:39):
had mechanics tell me in the past that when you
change a coil lot, you need to change every one
of them out. So that's my first question. And if
the answers you asked could be the issue of that
light's not going out and will this come around again
because of that, or what do you guys think is
going on with this twenty seventeen Ford edge.
Speaker 4 (16:59):
First of all, what did the coil look like when
you pulled it out? Did it look normal but it
just went bad or looked like it had been somebody
took a blow towrds to it.
Speaker 10 (17:08):
It was a little dark on the bottom side, it
was a little it looked a little burn and the
spark plug coming out was very very difficult to get out,
and it looked a little burn on the bottom side too.
Speaker 4 (17:19):
Yeah, that's just being in the car for a long time.
So these had these had numerous problems.
Speaker 5 (17:27):
Yeah, coils are one of them. Ford has had issues
with coils, you know, the last thirty years. This is
nothing new. So quality of coil that you put in
a Ford is key that and I mean as far
as putting all four of them in there. I don't
really agree with that. I replaced coils one at a time.
Speaker 4 (17:47):
Yeah, there's all the time. There are certain cars that
it's probably a good idea. There's certain cars that when
you have to spend three hours to get to one coil,
maybe you do all you do all of them on
that bank. You know, you do three on that side,
just because you're duplicating a tremendous amount of labor to
get to it. So, yes, there are some European cars.
(18:09):
When one goes bad, you should do all six, eight, four,
whatever they are, because when you take a brand new
coil and the rest of them are weak, it just
makes the other one cascade down and go. So is
it a great plan to do? Yeah, it's kind of
a tough economic thing to do because it turns a
repair that could be a couple hundred dollars into thousand bucks,
(18:32):
one thousand bucks, fifteen hundred depending on the vehicle, turn
into two thousand dollars, And that's usually a way out
of people's budget to be able to replace all the
coils at one time.
Speaker 5 (18:41):
Right, So I mean, so if you scan this thing,
is it's still misfiring or what kind of code do
you have?
Speaker 10 (18:49):
Well, I'd have to go back and do that. We
never did when the light is stationary on now it
hasn't been taken back in and scanned. Get so I'm
kind of missing that.
Speaker 2 (19:00):
Part of the puzzle.
Speaker 5 (19:01):
Okay. So it's always good like whenever you do a repair,
especially a misfire repair on a newer vehicle, and especially Ford,
you have to go in and clear the code from
the computer. Just because the light went out. I mean cool,
I mean that's great food for thought. I mean it's
(19:21):
eye appeasing. But Ford's computer drivers. I mean on a
V eight, if you got a misfire and you just
throw a coil in it, you're still gonna have a
misfire until you turn that light off because if it
senses high resistance in a coil, it's going to shut
that driver off.
Speaker 4 (19:38):
That's the last thing you did. That's the last thing
it's seen. It is still things that sees.
Speaker 5 (19:41):
That And that came about in oh, probably twenty thirteen
to fifteen. What Bob was asking you about that coil.
It looked like it got hit by a blowtorch because
Ford had an issue with coils in certain vehicles four
cylinders and six cylinders, the driver would stick on and
it would melt these coils down into the engine. We'd
(20:03):
have to drill them out, chisel them out, everything else,
because those drivers would stick on. Now, whenever it sends
its high resistance a misfire situation, it just cuts that
driver off all together and until you clear that code,
it won't turn it back on.
Speaker 4 (20:18):
So and you'll have certain codes for PO three three three,
and that's a misfire on that cylinder. But you'll also
have a code for a ignition coil code two. And
these cars are also kind of common for a few injectors. Yeah,
you know, all of a sudden we'll go through a
(20:39):
rash of them. Well, you won't see them for the
longest time, and then all of a sudden you'll see
two or three of them in a row.
Speaker 5 (20:44):
Then it always catches you by surprise, and.
Speaker 4 (20:47):
Always catches you by surprise because injectors they don't go
bad near as bad as what they used to. And
but you know, across the board, you're just you just
don't see them for a year, and next thing you know,
you see one a month for you know whatever. So
that's something else that can that can be in there
and cause a problem and you can't really well. The
(21:08):
other thing we noticed too is that it'll be bad
but won't stay bad. It'll be bad and then goes away. Yeah,
and then it comes back. Then it comes back and forth.
So to be able to catch it, you're thinking, oh,
coil and plug, and you know that's your normal thing,
but you don't really catch that particular problem until it
becomes a problem. You see all the time, and it's
mispiring for you all the time.
Speaker 5 (21:28):
So so I mean, if it's running fine, now clear
your codes out of there. Let's just monitor it. Maybe
we had a bad coil.
Speaker 4 (21:34):
Yep.
Speaker 5 (21:35):
It happens often more often than you want to think,
but we write. So let's just clear a code and
see what happens from there.
Speaker 4 (21:43):
But it has more problem, give us a call back.
We'll see if we can help you some more.
Speaker 10 (21:48):
Thank you both for your time.
Speaker 4 (21:49):
You bet appreciate it. Call Daves all right, we're gonna
take quick breaking the Mister Mechanics show five, five, eight,
eleven ten. We'll be back in a minute. David, what's up?
Speaker 8 (21:56):
Oh hi, Hi guys, thanks.
Speaker 4 (21:59):
For picking I call you bet.
Speaker 5 (22:02):
What can we help you with today.
Speaker 8 (22:03):
Okay, first of all, I'm from different countries, so hopefully
I'm my sick. My English is not as good as
you guys, so just be you know, patient with me, please.
So I have, but this is my daughter's car and
it's a two nine hundred Civic and I'm not mechanics,
(22:27):
but yeah, I'm pretty technical. So what happened was this?
It happened, you know, all happened. The airplie took your
part like a oh, the albox area for the drag
before the draur body, and reason I took that off
because the I have to replace the camp position things
(22:50):
that has a seal in it. Okay, you know what
I'm talking about. The seilo was well now, so you
know all it was kind of leaking, so I replaced
the other theater. After that put the older you know,
l box back in there, and after that I started
(23:10):
off and started just fine, and the other engine was
running just like a normal. But the engine goes, engine
temperature goes like a little high apter in about you know,
ten minutes running and the engine goes like you know, crazy,
(23:31):
and eventually it will stop. So I was kind of frustrated.
But after I took out all the you know, spark
plugs and everything, and I noticed that the spark plugs
or wet by the gas. I'm pretty sure that's a gas.
When I smell it, it smelled like a gaskay. And
(23:53):
so that's what happened, and you know, I drite them up.
I even try with the new spark plug. It still
does the exact same thing. Once that engine goes down.
If you try the tuny pack on, you you could
not turny back on. You have to wait at least,
you know, a half day or something so that the
gas in thea somewhere drives up. Put the spark plug
(24:18):
back in, try to start it up. It'll start just
like a normal.
Speaker 4 (24:23):
Okay, yeah, sounds like so it sounds like it's overheating.
Speaker 5 (24:28):
Yeah, I have you looked at the coolant level? Are
you actually overheating? Like when this thing won't start as
the gauge pegged.
Speaker 8 (24:39):
No, it's not. You know, take the coolant and the
coolant level is just fine, and you know everything it
looks just fine except you know, the spark plug. Why
if I try to keep the yankin and try the
tuny pack on right after it happens, eventually, you know,
smoke coming out of the engine.
Speaker 5 (24:58):
So you're running really rich. So so yeah, in taking
off this air box and everything, if my mental picture
is right, that's kind of a big kind of deal.
Over there on the passenger side of the car. Could
you have bumped the coolant temperature sensor? And is that possible?
Do you think could it have gotten a hit?
Speaker 8 (25:17):
Maybe I never touched the cool temperatures I mean the
coolant tempa.
Speaker 5 (25:22):
Sensor, and I get that, but I mean nobody intentionally
bumps it. But I mean that's kind of a big box.
I mean, could something have gotten awry? Can we unplug
that temperature sensor and see if there isn't any coolant
inside that connector maybe it's leaking through.
Speaker 4 (25:39):
Yeah, because if the coolant temperature sensor goes bad, then
it thinks it's minus forty degrees below zero, and.
Speaker 5 (25:45):
Then you're gonna have fuel going into that engine like crazy.
You're gonna run hotter because you're running rich yep.
Speaker 4 (25:50):
And when it's when it's sixty degrees outside, that's five
times the amount of fuel that it needs and it
can cause problems. So that's what we would do. Put
it on a scanner and look at these numbers and say, okay, yeah,
that thing is minus forty. We have problems.
Speaker 8 (26:06):
Actually, I have a scanner and I put it in
when it pushed happening, I.
Speaker 6 (26:11):
Put the scanner in it.
Speaker 8 (26:13):
I've got a Colte Pizero one one three, which is
like an intake air temperature failure.
Speaker 4 (26:21):
Yeah, that's because you had it unplugged.
Speaker 8 (26:24):
Yeah, so you know I was, I was changing you
know this, I think this type of car the intake
air tempature sensor and ed it into the n F
sensor together, right, So I replaced that sensor and still
did the exact same thing.
Speaker 4 (26:42):
So before this, before we started any of this kind
of repair, did everything seemed to run pretty good other
than the oil league. Okay, so what we got to
do is take well, Kyle's mentioning here, so we got
to take a giant step backwards. So you created something.
We just don't know what you created because we can't
see it. But if it was working fine before, and
(27:03):
all you did was replace one thing, and you either
got it off, didn't get it in there correctly, or
you bumped something else and cause the problem didn't mean
to didn't know you did it but nonetheless you did it,
because if it's got a problem now and it didn't
half an hour.
Speaker 5 (27:22):
Ago, we created something, we created something.
Speaker 4 (27:25):
And this happens all the time. It happens to us,
so it just happens every mechanic. You just got to
take a step back and say, what did I do? Well,
this is what I did. Let's go look, you'll find it.
Speaker 8 (27:35):
Well, so is there a chance that I, you know,
did something wrong and I replaced the other like what
they call it cam us in a position, you know,
bracket or something. There's a little rub of cilia in it.
The sea was pretty you know, beat off, so I
have to put a new in it. I don't and
(27:55):
put it back on. That's all I did.
Speaker 4 (27:57):
Well, I don't know that you did, but you might
pull that upon and take a look. But because just
because we don't think he did, doesn't mean it didn't
happen again. You got to take it. You got to
take a step backwards, go through back through the repair
that you just did. You might get your aha moment
and go, okay, well that was easy now I figured
it out. But don't look too hard into it, because
(28:18):
it's going to be something easy. It's gonna be something simple,
because something simple broke and caused it to go the
other way.
Speaker 2 (28:24):
So okay, you'll get it.
Speaker 4 (28:27):
Just go back and take a visual look at everything,
kind of move some wires around, move some connectors around.
It just something got hit or you know, it happens.
Speaker 8 (28:36):
Okay, all right, right, you know, I'll just go back
what I did and see if I can, you know,
take care of it.
Speaker 4 (28:42):
But yeah, visually, I'm.
Speaker 8 (28:45):
In the miserable. You know, I'm kind of miserable right now.
So I step back from the car for a moment
and maybe I can try to do that later a
time or something.
Speaker 4 (28:54):
Then there you go. You got the idea. Now. I
appreciate the call.
Speaker 8 (28:58):
Day, thanks for picking my call.
Speaker 4 (29:01):
I have good day, guys, you do, thank you. All right,
We're gonna head over to Jim. Jim's got an O
four Odyssey. Jim, what's up today, gentlemen.
Speaker 2 (29:08):
I appreciate your still. I've got a V six front
wheel drive on Odyssey. I have adjusted the valve and
there they're noisy, and I know a loose valve is
a happy valve. Should I adjust these on the tight side?
Is that going to quiet them down? And does the
noise from being a little loose. Does that hurt anything?
Speaker 4 (29:31):
Now, it doesn't necessarily hurt anything. Your performance probably hurts
theme thing. It's it's it'll it cause mechanical.
Speaker 5 (29:37):
When you adjusted these valves, was your engine warm?
Speaker 2 (29:41):
Oh no, it's always stone cold. I know that.
Speaker 5 (29:43):
Yeah, okay, So adjust your exhaust valves, you know, get
it close when they're cold, and then just let it
warm up a little bit and try adjusting them again.
Exhaust valves can be tough because they expand. Yeah, that's
why your gap is always big on your exhaust valve
as far as your spec and in most cases, I mean,
(30:05):
the only engines we really adjust them on are the Hondas,
which we don't really do a whole lot of in
suber Rus. And I know suber Us. I mean I've
put thousands of Subaru engines together and I always have
to go back and do them twice. And it's always
the exhaust side that messes me up. So I mean
on the exhaust side, I mean, if you feel comfortable, don't,
(30:26):
by any means tighten these things up. But a little
bit tighter is okay. And by a little bit I
mean a little bit.
Speaker 4 (30:34):
That's what I was going to suggest, if you want
to tighten them a little bit, yes, but don't don't
go from ten thousands to fifteen. You want to go
from ten to eleven?
Speaker 2 (30:43):
Yeah, that kind But if the range is like eight
to ten, do you want to go on the eight side?
Just do it eight to make them on the tight
side of the range, is what I'm saying.
Speaker 5 (30:54):
How many miles are on.
Speaker 2 (30:55):
The car one hundred and thirty, okay.
Speaker 5 (30:58):
So we can expect somewhere on top of these valves.
So I would go tighter, but.
Speaker 2 (31:05):
Not past the specs.
Speaker 5 (31:07):
Mm hmm. If you're at the spec now and you've
warmed it up and double checked where you're at, then yeah,
like I if it are at eight, you know, maybe
try seven.
Speaker 2 (31:20):
Am I am. I gonna warm it up after I
adjust it when it's all apart. You know, you can't
do that because it's.
Speaker 5 (31:27):
Yeah, I mean you're gonna be essentially, I mean, get
it hot, get it up to operating temperature, and you're
gonna have to pull your intaking valve covers. So you're
gonna have some time and it's still gonna be warm
enough to do this measurement, you know, give or take
how long it takes you to get these valve covers off.
I mean, if you can get them off in an
hour or so, yeah, you'll.
Speaker 2 (31:46):
Probably be Okay, So I want to adjust him when
the motor is warm. And that's what you're saying.
Speaker 5 (31:51):
The exhaust valves.
Speaker 4 (31:52):
Okay, yeah, the intakes it's cold.
Speaker 2 (31:57):
All right, because the any any valves I've ever adjusted it,
always make sure it's cold.
Speaker 4 (32:01):
Yeah. Yeah, but you also got one hundred and thirty
thousand miles on things, so you don't know what the
cams look like. You don't know just what was worn
in there. I mean, whether you got a follower that's
a little bit loose, something along that line.
Speaker 5 (32:13):
So I always like to when I'm adjusting valves on
any of my old stuff or whatever, get them warm
because exhaust valves are going to expand you want to
see this enginet operating temperature. What's happening here to get
your valve timing right?
Speaker 4 (32:28):
Okay, all right, Jim, appreciate the call. All right, take
quick break. We back in a minute and answer some
more calls. Gonna head over to Rob. Rob's got a
twenty fourteen GMC Rob. What's up today?
Speaker 3 (32:40):
Hey, how's it going good. I got the three hundred
code misfire. It's the six to two meter motor. I
have a tuner on it. It's not tuned, but it
reads codes and different things. I've reset it a couple
of times and it takes a little bit and then
it comes back. There's no specific cylinder like P three
(33:00):
oh one or three oh five. It's always the PO
three hundred code. I put new plugs and wires on it,
probably less than five hundred miles ago.
Speaker 5 (33:11):
How bad does it run.
Speaker 3 (33:14):
Well on a cold when when it's a cold start,
it actually feels pretty normal, and then it gets worse
as it warms up, and so by the time it
gets the temperature, it's really rough. And when you're in drive,
like at a stop sign, it almost feels like it
could could die on you.
Speaker 5 (33:30):
So with your tuner that you have, will it allow
you to look at the cylinders?
Speaker 4 (33:37):
No?
Speaker 5 (33:38):
Okay, So here's what I'm going to do. And this
is not uncommon at all on GM. I just I'm
looking at one today actually, so same code PO three hundred. Generally,
I mean, eventually it's going to set a cylinder, but
not right away.
Speaker 4 (33:53):
It doesn't want it doesn't know what it's doing right now.
Speaker 5 (33:55):
So GM generally, especially the V eights, Like if you
have let's say, cylinder four misfiring, you're gonna have cylinder
three whatever, the cylinder on the opposite side of the
block that's gonna misfire two. They're on the same crank lobe,
so you'll have one, you know. Like I'll pull up
(34:15):
my PI list of each cylinder and I'll see number
four is misfired one hundred and eighty times, cylinder three
as misfired sixty times, and it'll set a PO three hundred.
Because multiple cylinders are misfiring. It's just you know, natural
occurrence that this one's doing it, this one has.
Speaker 2 (34:36):
To do it.
Speaker 4 (34:37):
You need a little better scanner to get down to
the base of the problem.
Speaker 5 (34:41):
I mean, it sounds like you probably got a coil
that's breaking down. Maybe we don't do a lot of them,
but we do them.
Speaker 4 (34:46):
Yeah,
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