Post by Deleted on Dec 18, 2019 0:46:16 GMT 1
I got lumbered with a Ford Focus 1.6 TDCi today, the customer complaint was that the engine is seriously holding back and will not accelerate over 40 MPH. Difficult one today because I had no scanner to check live data or fault codes, so I asked the boss to check it using his scanner. He said a crankshaft sensor fault code was present and ordered a sensor, I however was not convinced that this sensor would change anything. After trying that and no further on I was asked to check the turbo system operation, however I'd no miti vac to test the operation of the system so the boss told me to go to the auto-electricians and let him test it. After his tests he advised that the vacuum to the turbo was low and that I had a leak?
I brought the car back to the garage and visually checked all the vacuum hoses and did not find a mechanical type fault. Digging around in the back room I was sure the boss had a miti vac even though I'd not seen it for some time. Anyway I eventually found it and then tested its operation to make sure that it worked OK. I tested the vacuum at the pump and got 30 Inch Hg. I tested the vacuum at the VSV valve at the rear lower cylinder block area, the vacuum was at least 25 Inch Hg. I then tested the vacuum outlet and found the vac was 18 Inch Hg. I then moved to the turbo vacuum supply and tested the vacuum there and found 18 Inch Hg. I was happy that the vacuum system did not have a leak. I then turned my attention to the EGR system, thinking that the EGR was vacuum controlled, however I found it is not and so could rule out a vacuum problem there. I asked the boss could he test the operation of the EGR on his scanner, it seemed he could not and told me to go back to the auto-electrician and ask him. he put his scanner on and very quickly jumped through the menus, I thought your not trying and then he said his scanner would not check the function of the EGR. Back at the workshop I was not convinced the turbo system had a problem, and even though the EGR could not be tested, I was not convinced the EGR had a fault either. Before I did all this testing and going to the auto-electricians I did manage to put a hand held OBD reader on the car this morning and found no codes stored and no freeze frame data, which basically told me that nothing was wrong with the systems I've just wasted all my time on.
Anyway tonight talking to the customer I asked him had the car been serviced recently and he said yes, I asked him had the fuel filter been changed and he said no. I said that might be the problem area but I'll not through the parts cannon at it until I'm sure. I decided to let the engine idle and then I put my foot to the floor on the accelerator pedal, the engine revs only achieved about 3800 rpm. I decided at that point that I should test the mass air flow meter. AD advised there is 5 wires and the plug has six positions. I checked for a battery supply which I had open circuit and when connected was 5V. AD advised that the mass air flow meter should produce between 1Khz and 5 Khz between various pins of the mass air flow meter with the ignition on. The maximum frequency I could achieve from the mass airflow meter no matter how many times I tested it was 766 Hz. I've sort of convinced myself with these readings that the mass airflow meter is faulty. I have ordered a new one for the morning and hopefully that will cure the problem. I'll let you know how it goes tomorrow. I don't see this as firing the parts cannon based on the readings recorded from the tests.
I brought the car back to the garage and visually checked all the vacuum hoses and did not find a mechanical type fault. Digging around in the back room I was sure the boss had a miti vac even though I'd not seen it for some time. Anyway I eventually found it and then tested its operation to make sure that it worked OK. I tested the vacuum at the pump and got 30 Inch Hg. I tested the vacuum at the VSV valve at the rear lower cylinder block area, the vacuum was at least 25 Inch Hg. I then tested the vacuum outlet and found the vac was 18 Inch Hg. I then moved to the turbo vacuum supply and tested the vacuum there and found 18 Inch Hg. I was happy that the vacuum system did not have a leak. I then turned my attention to the EGR system, thinking that the EGR was vacuum controlled, however I found it is not and so could rule out a vacuum problem there. I asked the boss could he test the operation of the EGR on his scanner, it seemed he could not and told me to go back to the auto-electrician and ask him. he put his scanner on and very quickly jumped through the menus, I thought your not trying and then he said his scanner would not check the function of the EGR. Back at the workshop I was not convinced the turbo system had a problem, and even though the EGR could not be tested, I was not convinced the EGR had a fault either. Before I did all this testing and going to the auto-electricians I did manage to put a hand held OBD reader on the car this morning and found no codes stored and no freeze frame data, which basically told me that nothing was wrong with the systems I've just wasted all my time on.
Anyway tonight talking to the customer I asked him had the car been serviced recently and he said yes, I asked him had the fuel filter been changed and he said no. I said that might be the problem area but I'll not through the parts cannon at it until I'm sure. I decided to let the engine idle and then I put my foot to the floor on the accelerator pedal, the engine revs only achieved about 3800 rpm. I decided at that point that I should test the mass air flow meter. AD advised there is 5 wires and the plug has six positions. I checked for a battery supply which I had open circuit and when connected was 5V. AD advised that the mass air flow meter should produce between 1Khz and 5 Khz between various pins of the mass air flow meter with the ignition on. The maximum frequency I could achieve from the mass airflow meter no matter how many times I tested it was 766 Hz. I've sort of convinced myself with these readings that the mass airflow meter is faulty. I have ordered a new one for the morning and hopefully that will cure the problem. I'll let you know how it goes tomorrow. I don't see this as firing the parts cannon based on the readings recorded from the tests.