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2007 C280 The Central Gateway Control module would randomly wake itself up, and that caused all of the modules in the car to wake up as if someone had used the FOB to unlock the doors. After it did that enough times it would run the battery dead and not act up right after the car was jump started. Testing required connecting the DSO to the communication network and setting it to do a deep record and save. The first module to communicate on the data bus is the one that is waking up. Using the PICO scope software to decipher the data burst allowed the digital identifier data of the faulty module to be determined. Now no manufacturers release the module data bus ID data so what we have to do is have the vehicle live, record communication while we knock modules off of the bus basically until we lose the identifier we are looking for. So, the security system was acting up and killing the battery, and then the car started when it was jumped.
Weren't we just talking about carbs a little while ago? Did I ever tell you about the Toyota that someone tried to repair himself and instead of removing the anti-tamper plug from the mixture screw, he took a punch and drove the transfer port plug into the bore and blocked off the transfer port and the fuel supply for the mixture screw.
By me removing that plug, and then fashioning a replacement for it from a wheel weight I saved him a bundle.
To answer an earlier question above this, it has a Holley two-barrel (it's a replacement part as the original failed while in Anchorage one day and I had to fix it before getting home. So, I called around to find a rebuild kit, struck out, but did find a store with a full carb. The original went to the store as a core. Man, that was a job just getting the thing off the intake and replacing the studs, which were in horrible shape.) with an "automatic" choke.
I think that maybe part of the problem is just the originality of the engine (e.g., really old parts - maybe slight variability in the timing chain?). How many miles might a carb see before issues with worn throttle shaft bushings? This carb went on in July of 1997 (IIRC) at about 32,000 miles on the engine. I'm at 73,855 today.
So, further update, it warmed up solidly again today. I didn't have any stalling issues after warmup, but it did sorta "hiccup" a time or two; I feathered the throttle to bump up the RPM and then it settled in to a steady idle.
BTW.
I have had to repair the damage caused by similar attempts when the result was an engine fire.
Did you like the Mercedes's example? Imagine how difficult that would be to diagnose without all of the tools and a solid understanding of the overall system. We use the same routine for a loss of communication when a given module fails and starts hogging up the data bus. That doesn't even result in trouble codes in some cases since the modules are seeing communication, they just wait for their turn, which never comes.
I got one for you all: ((I know the answer)
Car comes in on the hook--claimed overheated and stalled.
Engine can be rotated but only partway clockwise and partway counterclockwise, then jams up.
What happened to this engine?
Am I really supposed to guess? What does part way mean? 50 degrees crank? 100 degrees? 200 degrees???? FWIW, something on top of a piston could do it, a bent (broken?) connecting rod could do it. Heck something could be locking any one of the accessories and its the belt(s) stopping the engine. I've seen all of these and more, including timing chain failures, balance shaft assembly failures and even some transmission failures that would lock up the crankshaft from being able to turn a full revolution.
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@thecardoc3
Why yes, you are supposed to guess---otherwise you'd be standing in front of the engine completely paralyzed and unable to decide what to do next. A technician is always "guessing" about something. Your post shows that you are already "guessing". (which was the point of my original post).
PS: Engine dropped a valve.
Here, let's play your game again. One change, this is a Mazda RX7.
I got one for you all: ((I know the answer)
Car comes in on the hook--claimed overheated and stalled.
Engine can be rotated but only partway clockwise and partway counterclockwise, then jams up.
What happened to this engine?
Well at least you should know what it isn't.
You always have to start by guessing. You are setting up your hypotheses.
What do scientists do? They put up a theory, based on some general observation. Then, they test the theory, or theories.
Mine: 1995 318ti Club Sport-2020 C43-2021 Sahara 4xe-1996 Speed Triple Challenge Cup Replica
Wife's: 2015 X1 xDrive28i
Son's: 2018 330i xDrive
Or that famous saying: "If you are in Texas and you hear hoofbeats, don't say ZEBRAS!"
causes of mazda wankle turbo charger failure
Duckdukgo hit #2 (skipped the Wikipedia entry that was the first hit):
"Evidence of carbon build up in a 1.6 HDi PSA Group engine leading to total turbocharger failure"
Turbo Dynamics
My initial search the other day skipped the turbo charger failure part and still gave me carbon.
A couple of months later he took it to a Quickie Lube where they talked him into using synthetic oil.
A couple of days later on the freeway the engine blew without warning.
He took it to a place nearby that only works on rotary Mazdas.
The first question they asked him was " You didn't put in synthetic oil did you?
I already knew that if overheated they are unforgiving and that they have a natural tendency to use a bit of oil and, again, they do not tolerate running even a quart low. I didn't know about the synthetic oil part.
Anyone know why that would affect anything?
LIN, LAN, V2V, V2I, LTE, Bluetooth, CAN, FlexRay, Ethernet, MOST, Cybersecurity, Malware, VPN, NAV, BBW, EDR, PA, BA, LA, ACC, TJA, EA, POA,
Or a sample of how much new stuff there is to study this year....
Silica? That's a contaminant that you will see an engine oil analysis. How much is listed on the oil analysis results that you have had done?
Lubrication requirements of a given product are established by meeting the API and ILSAC minimum requirements, so that's not it. Mazda does. Could be others.....
I like the weight/hp ratio but the maintenance (and "using" oil) would kill me.
All engines use oil. Your rate may vary.....
Mine: 1995 318ti Club Sport-2020 C43-2021 Sahara 4xe-1996 Speed Triple Challenge Cup Replica
Wife's: 2015 X1 xDrive28i
Son's: 2018 330i xDrive
http://rmn.craigslist.org/search/trd?query=automotive
Mine: 1995 318ti Club Sport-2020 C43-2021 Sahara 4xe-1996 Speed Triple Challenge Cup Replica
Wife's: 2015 X1 xDrive28i
Son's: 2018 330i xDrive
Rotary Pickup up on a lift changing the oil when it went off!
It literally shook the building and this old guy passed all of us as we ran out of the shop.
It comes from gas slowly dripping into that heavy "blast furnace" that was part of the emission system.
People would get home from work, park in their garage sit down to dinner or whatever and ten minutes later there were enough fumes built up and KABOOM!
I've seen car batteries and A/C pressure hoses go off too but nothing like an old Rotary Mazda!
Mine: 1995 318ti Club Sport-2020 C43-2021 Sahara 4xe-1996 Speed Triple Challenge Cup Replica
Wife's: 2015 X1 xDrive28i
Son's: 2018 330i xDrive
The idle circuit is the primary fuel feed when the engine is idling and it also feeds fuel during deceleration. The problem with that is there isn't enough air to get that fuel to burn so it just passes into the exhaust. (REM the Yugo carb thread) Some manufacturers added a control solenoid that would block off the idle circuit during decel and when shutting a car off to prevent fuel from being fed to the engine that would not get used. Others like Mazda opted to use control valves to allow air to bypass the throttle during deceleration and when the car was turned off, which leaned out the mixture.
When these controls failed, that resulted in a very rich air/fuel charge entering the exhaust. During deceleration as long as the A/F ratio was too rich to ignite, nothing happened. But when the car was turned off, the cooling of the exhaust allowed fresh air to be pulled in and that would lean out that very rich mixture until it reached one that could ignite.
"As a younger veteran of this industry, I feel that I may be
starting to lose my optimism that we might never be taken
seriously(by clients AND employers) as an educated,
respectable crowd of people providing a necessary service.
Is it really too much to ask for a well trained, dependable,
thorough driveability technician to want to make $60k a
year? I don't want to have to bust my hump week in and week
out to hope to flag 40 hours or better for $24/frh"
I looked up the averages for where he lives for all walks of life. He wouldn't qualify for a mortgage for the average home, and yet he is in the 90th percentile for this trade. When you understand the big picture, he is right at the point where he is becoming the master technician the consumer needs the shops to have and don't be surprised if he is out of the trade completely in a very short period of time. The economics of the situation aside, re-read his thoughts. The worst damage being done comes not from just being under-appreciated by his employer, but by the consumers he strives to help.
Being a
dentisttech can be alucrative, rewarding profession, but it also brings with it long hours, reluctant, if not downright difficultpatientsemployers and customers, and no guarantee of success or stability.Welcome to everyone's world, Mr. Younger Veteran Tech.
So on top of everything else EVERYONE has to spend 10% or more of their take home pay on improving themselves on a yearly basis. I didn't know that. (sarc)
Few docs own their own practice any more. The billing overhead alone kills them. Lexus/Nexus subscriptions aren't cheap for accountants or lawyers. I'm paying $1,200 a year just for net bandwidth so I can work.
Need a tissue for the crocodile tears flowing in here?
But you were right about one thing. "The tech can always go back to school and become a doc, dentist, cop or farm worker" he can indeed, and since you are making no effort to persuade him otherwise....