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Ωhm

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Everything posted by Ωhm

  1. Ωhm
    With C307 disconnected circuit has no current (A) flow. In your other posting (temperature sender) perform the test posted by @gogmorgo. See if you can get the gauge to move from one end to the other end. HOT to COLD or COLD to HOT.
  2. Ωhm
    She's probability talking about the best 2 minutes of her life. I know. I've heard that tune before.
  3. Ωhm
    @87MJTIM. You're fast.
  4. Ωhm
    _mj1988electricalmanual_1.pdf
  5. Ωhm
    You must have run a wire from the Brake Light Swtich for the CHMSL bulb.
  6. Ωhm
    .
  7. Ωhm
    Most faults are OPEN circuit on the O2 Heater circuit. O2S is a maintenance item.
  8. Ωhm
    Make sure you got Battery Voltage on pin D2_9 (O2S Heater). Depending on which wiring (w/fuel pump ballast resistor or wo/fuel pump ballast resistor) you have will determine how to read this voltage. Meaning it either HOT with KEY ON or HOT when fuel pump relay is ON. Also with KEY OFF check for continuity between D2_9 and engine GROUND. Looking for ≈6 Ωhms.
  9. Ωhm
  10. Ωhm
    Watch the video. That packard connector for the, I think, TPS has a cracked hold down cover latch.
  11. Ωhm
    Different locations for Intake Air Temperature (IAT) may fatten the INJ PW time during Open Loop (OL) or engine warm up but once vehicle enters Closed Loop (CL) operation the Oxygen Sensor (O2S) takes charge and using Fuel Trim (ST/LT) will maintain 14.7 to 1 air fuel ratio (stoichiometric).
  12. Ωhm
    Three grounding points for the Brake Light Bulb: 1. E-Brake (as mentioned above) 2. IGN SW during CRANK (bulb check) 3. Brake Warning SW on the distribution valve. Suspect Brake Bleeding Procedure.
  13. Ωhm
    Fuel Tank with straps are not the best of grounds.
  14. Ωhm
    I think you just did with that 25ohms reading. I'm at a lost here. I can't see what I'm missing. Anyone else. Pls chime in.
  15. Ωhm
    Now I'm guessing. Between C139_A connector (fuel pump side) and the negative terminal on the fuel pump motor itself, has a open circuit. Fuel Pump motor is finding ground using C139_B. On the fuel pump motor side check for continuity between C139_A and C139_B. Should read fuel level within tank. 88ohms=FULL 0ohm=EMPTY
  16. Ωhm
    Understood During ENGING CRANK and C139 connected, fuel pump should run using C139_C for battery voltage (power) and C139_A as path to vehicle ground then back to the battery negative (ground).
  17. Ωhm
    Two things here: 1.Is there an open circuit between C139_A on the fuel pump side of connector and the fuel pump unit itself? If so, my suggestion would be to buy a new fuel pump housing unit with sender. 2.Using C139_B for your path to ground, you are now using the sending unit resistor as a ground path/heating element. C139_B would normally be a very low current flow circuit used for operating the fuel gauge, now you are running fuel pump motor current through this circuit. IDK, swapping wires that go inside the fuel tank may not be a good thing.
  18. Ωhm
  19. Ωhm
    At IDLE disconnecting the vacuum source to the Fuel Pump Regulator will increase the pressure (PSI), on the fuel, at the tip of the Injectors. Using your example 40-36=4psi additional PSI of pressure on injectors at IDLE. Spec would be 39-31=8psi additional pressure. Difference here could just be the pressure gauge you're using.
  20. Ωhm
  21. Ωhm
    This DVOM will only read up to 400mA. Any current higher than this will blow the meter fuse. The DVOM here in the picture is set for µA (mirco amps) and the RED lead is NOT in the correct location for a current reading. RED should be connected to 400mA MAX FUSED terminal.
  22. Ωhm
    The Fuel Pump/Sending Unit is mounted to the tank on a rubber gasket, so the FP/S unit itself must find vehicle ground. If your good here, then I'm not sure where to go since Fuel Pump runs when connected to a battery. If disconnected (fuel level gauge), should have no affect. Tough call. I won't spend your money, but seems like vehicle wiring checks OK.
  23. Ωhm
    No, I do not know, but as mentioned above 200mA (0.2A) will kill any battery. My guess would be less than 20mA depending on type of battery.
  24. Ωhm
  25. Ωhm
    Yes. Both at KEY ON and when engine is under a WOT condition. Keep in mind the Manifold Absolute Pressure (MAP) sensor deals with pressures on the absolute scale. Meaning in your example: DRB shows 11.7"hg and your vacuum gauge shows 17"hg. NOTE: vacuum gauge reads on the gauge scale. If you add together both measurements (11.7+17=28.7"hg) thats your BARO reading. Numbers are not corrected for sea-level. Another example is REM/DRB read BARO and MAP, now in order to display ENG_VAC they subtract MAP values from BARO values and then display ENG_VAC.
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