Jump to content
SAU Community

Recommended Posts

5 hours ago, Ben C34 said:

I'd change the cabin filter never

Depends on where you're driving around, I guess. Have you ever taken a look at yours? After 50,000km (22,000 of which were in Japan), mine was black. Good thing I had a couple of Fram cabin filters spare.

5 hours ago, doggido said:

I was getting the occasional wif of old stodgy socks when on & now it smells of new! 

It's easy to see if it needs changing. You just need to pop out your glovebox to get in there and check if it just needs a bit of tapping out or if it's too far gone and needs to be binned. But yes, the stench was a vital clue.

  • 1 month later...

Check vacuum advance operation????  the 1970s want their service book back...

Check and adjust throttle position sensor?  are these even adjustable?

Also, does anyone ever check valve clearances are part of regular servicing?

  • 1 month later...

fairly sure my TPS is not adjustable, there is an ECU adjustment procedure for it to re-learn the throttle closed position.  So it is more of an electronic adjustment than a physical adjustment of the sensor itself.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

  • Latest Posts

    • She swallowed the spider to catch the fly.
    • Half anticipating the next question then: I have two magnets stuck in my oil pan. What should I do? 
    • If it's magnetic what is stopping you from using a magnet on a thin wire from fishing it out?
    • Those 2 solenoids in that assembly I mention, are the PWM solenoids for torque converter lock-up clutch & EPC (line pressure control) ~ when most folks hear of 'solenoid failure', the tendency is to think electrical failure...but fact of the matter is, especially wrt the EPC solenoid (which is moving/running all the time), you can have an electrically 'good' solenoid, that's absolutely broken/worn out mechanically inside...ie; valve plunger return spring rubbing against spring retainer plate, lowering preload pressure.. ...and the solenoid armature extension limit spring wafer with bad wear/broken off petals... ...and if there's ever been any metal flying about, damage to the valve plunger end itself... ...the stuff one never really sees, unless you go the whole 10yards trying to answer the question "why is my line pressure screwy, but TCU isn't flagging any EPC solenoid fault?"...and carefully dissect the solenoid. Worst (and most probable) scenario is when the plate spring petals break off, they get held by the magnetic flux, get mashed up by the armature into little bits, which end up in the space between the armature & shading core bore, and things get stuck or randomly jam up, and your line pressure goes flat and doesn't change...and the TCU never sees it, as it doesn't actively monitor LP... ..then it gets into insidious land, if you end up with lower than expected line pressure...lets say high clutch..and the lower pressure causes it to slip ~ when I say 'slip', think say 2000rpm on the drive plates, and 1800rpm on the driven plates, because the slip is making them under-rotate by 200rpm ; you get all the usual nasties like heat and band/clutch wear, but even if it's only 20rpm slip the same thing happens...and... you'll hardly ever pick this up driving the thing with the torque converter active as it effectively masks these sorts of slippages that are line pressure related ...(the newer TCUs can detect clutch slip rate)...just  FYI as it were...  
    • There's nothing that some paddle pop sticks and extra cable ties can't fix.
×
×
  • Create New...