Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
Speaker 1 (00:01):
Meet Bob.
Speaker 2 (00:02):
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
and that he can tell your tires ill pressure just.
Speaker 1 (00:24):
By how you're walking.
Speaker 2 (00:27):
He's Bob, He's Kyle, and every Saturday morning they morphed
together to form the.
Speaker 1 (00:32):
Greatest superhero known to man.
Speaker 2 (00:35):
Mister Mechanic check engine lights, don't stand a chance. This
is the Mister Mechanic Show. On eleven ten, kfab.
Speaker 1 (00:46):
Great Saturday morning to This is a Mister Mechanic show.
Five five, eight eleven tens the numbers to get in,
get in early. So we're gonna answer that question. And
if you're not scooping your driveway, I know you're sitting
at home listening, so I know you got some questions.
Give us a call. I'm Bob sitting next to me
as Kyle. Good morning, Kyle. Do you slipping slide on
(01:06):
the way in? Yeah, a little bit, a little bit.
I did did see some people within the last storm
that were going uphill really of.
Speaker 3 (01:16):
Nowhere a sporting kind of year for me.
Speaker 1 (01:19):
As everybody was going around them, they were just still
had the pedal to you know, to the metal trying
to get around, and of course tires are bald, of course,
but you know, we didn't have any warning that that
was going to happen. So did you get out and
help push?
Speaker 4 (01:37):
No?
Speaker 1 (01:37):
I drove around.
Speaker 3 (01:38):
No, No, there are right.
Speaker 1 (01:39):
I was just deciding whether which which way they were
trying to go left or right because they were struggling
to go anywhere. As long as I got around them,
I'm okay, My tires are good. Yeah, I got a
good problem with that.
Speaker 3 (01:49):
I find a lot of sport in driving in the wintertime.
I don't know why. I mean, it's just kind of
a sport to me because I drive a two wheel drive,
big truck. Yeah, so it doesn't really get around that right,
and I don't put anything in the back generally just
on purpose. Yeah. Yeah, I was just gonna say, I
don't want to unload it in the summertime because I
(02:10):
want to be having a way to do something. And
I'm like, wow, look at all these sandbags. Something I
don't want to do no exactly.
Speaker 1 (02:19):
I do notice when I get in the shop truck
and it gets snowy like this, that I have a
tendency to want to slide the rear ind as much
as possible and see how mean right circles and cookies
that we can do? I mean, why not? That's part
of the that's a part of the two wheel drive experience.
Speaker 3 (02:33):
Yeah. I was trying to, you know, because my son's
starting to drive and I was explaining it to him.
He's like, we're going up this hill and I had
it in first gear and he's like, why aren't we
just didn't drive or anything. I was like, okay, let's
shift it to drive. We went to drive first gear
and then we're halfway up the hill it shifts. Well,
we lost control. That's why. That's why back down the
(02:54):
hill we went, and back up.
Speaker 1 (02:55):
Yeah, I'll learn how to do it all you all
you listeners that have just had front wheel drive cards
or all wheel drive cars, you have no idea what
you're missing when you just have a real wheel drive
car and you get to slip and slide and.
Speaker 3 (03:07):
Yeah, if you ever want to try it out, come
by the station. I'll let you use my truck. It's
all beat up.
Speaker 1 (03:13):
Usually you go to an empty parking lot with no repeat,
no telephone pole, and not telephone pole, light poles, because
for some reason, if you go to a parking lot
with light poles, you always find it the front end.
Speaker 3 (03:27):
I see so many of those videos where people are
trying to be cool and spinning around in the parking
lot and bow, yes, here's a sixty thousand dollars cars.
It's not worth anything. Now it does, and they're God,
we're videotaping this stuff now because it's always happened. But yeah,
now we're just videotapes.
Speaker 1 (03:45):
And most of the time you got poles in the middle.
But there's a couple around town. I'm not gonna tell
you where they're at so they don't get inundated. But
they're big, huge parking lots with no poles. They're they're
fun to drive it. Oh yeah, we're gonna head over
to Mike. Mike's got a thirteen key optim Mike, what's
up today?
Speaker 5 (04:03):
Oh Hi, I real quick. I saw a guy doing
that actually yesterday, and I wasn't thrilled about it because
I think the other requirement for doing that is no
other cars in the parking lot.
Speaker 1 (04:13):
Otherwise true true, yeah, yeah, otherwise you find out I was.
Speaker 5 (04:17):
Not overly happy at that person putting my car wrist.
But anyway, yeah, seriously, I saw a guy doing that.
I wanted to ask you real quick. I had to
get the two sensors replaced from my cataloid converter on
my car somewhat recently. And now when I start my car,
(04:40):
it immediately goes to about fifteen hundred rpm. And I
wasn't doing that before. So I don't know if that
makes any difference or if I need to worry.
Speaker 3 (04:47):
About that or Okay, so a couple questions I have.
So it goes to fifteen hundred rpm and it comes
back down to an idol over around seven hundred, is
that right? Or does it stay at fifteen hundred.
Speaker 5 (05:00):
When I started? It just stays like a fifteen hundred
until I put it in drive.
Speaker 3 (05:07):
Okay, So if you just let it sit there and idle,
it will not go down and find its idle. It'll
stay at fifteen hundred.
Speaker 5 (05:14):
Yes, yep, okay.
Speaker 1 (05:18):
So, and all as you did was just replace the
oxygen sensors in it, and that's that's all that that's all.
Speaker 4 (05:25):
Around, That is true.
Speaker 5 (05:26):
I just there were there were two sensors and I
had to get the second one replaced, so I took
it in and after the second one was replaced. That's
why that, you know, I don't know if that's because
the sensor was in it was replaced.
Speaker 3 (05:43):
Because I mean essentially your car, when you start it
in cold weather like we have now, you should get
you know, that fifteen hundred rpm flare up and then
that should go down fairly quickly. I mean this time
of year, it's going to take it a little bit longer,
but I mean.
Speaker 1 (06:04):
It's it kind of seems like the like maybe the
throttle body needs to be cleaned a little bit. Could
be this weather can bring out a lot only we
get a low wide a lot of those. Yeah, but
you're right, maybe there's something that an oxygen sensor shouldn't
now as that problem at all. It just shouldn't.
Speaker 3 (06:24):
Is the car full of anti freeze? Have you checked
the anti freeze level?
Speaker 5 (06:30):
I look at it basically once a week, and I
I know, like the uh, that reservoir tank, I see
an a freeze in it, So that's it should be Okay.
Speaker 3 (06:41):
Okay, let's say it's okay. So all of that is
going to be controlled by two things, vacuum and the
throttle body. So what could have happened? And I mean
we've seen it is you know you're in they're replacing something.
Maybe you're knocked a vacuum hose off, and that can
hold up. Generally you're gonna get a check engine light.
(07:02):
It might not be instantaneous, but you'll get another check
engine like for a lean code out of it. Secondly,
is the throttle body. I mean you may be able
to I don't know if these have a relearn on
them or not, if you can relearn base idle because
sometimes when you go in there and your clear codes,
it wipes everything out right.
Speaker 5 (07:23):
And the second thing you said sounds like what it
might be because the mechanics said something about the numbers,
and I wonder if it's that second thing you mentioned.
Speaker 3 (07:34):
Sure like, because yeah, when you clear codes, I mean
sometimes on certain acles you have to go back in
there and say, okay, this is where you're going to
idle at now, because it just sets it to a
generic Okay, here you go. You're gonna start this up
because I don't know what to do and I know
it'll run with this here, so until you go back
in and tell it, hey, this is where we need
(07:55):
to set this. I mean it could stay there.
Speaker 5 (08:00):
Is there a simple way for me to do that?
Or I have to take it in again?
Speaker 3 (08:05):
No, I mean it's going to be done through a
scan tool, through a controller you might try. I mean
the easiest thing you can try is just disconnecting the battery,
holding them together. Like we've said a million times in
the past, that may trigger something and.
Speaker 1 (08:21):
May reset it just because you're bringing everything powering.
Speaker 5 (08:25):
Disconnect the battery.
Speaker 3 (08:26):
Yeah, and just kind of take your two cables with
them disconnected and hold them together. I put a zip
tie around them, and you know, go get a snack
or something.
Speaker 1 (08:36):
Ye come your zip tie yea gone. Try that five
minutes and then put them back together. See what happens.
Speaker 3 (08:41):
It's easy quick, it's free all those Yeah, So I
mean maybe start with that. If anything else, I mean,
you've had it at a garage and they've you know,
done some work, say hey, I'm since you guys did this,
here's what I got. What do you what do you think.
Speaker 5 (09:03):
Is rubbing it like that? When you start like the
fifteen is that going to hurt the engine?
Speaker 3 (09:09):
Do you think I'm more worried about the transmission when
you're throwing it in gear? I mean, is it banging
into gear hard or.
Speaker 1 (09:16):
Going or going in easy?
Speaker 4 (09:19):
No?
Speaker 5 (09:19):
I don't think anything is wrong in that regard.
Speaker 3 (09:21):
You get no hard clunk. Yeah, so now, no, you
don't think you're hurting anything. And all the engine's doing
is turning. That's what it's made to do. So yeah,
you're not hurting anything.
Speaker 5 (09:33):
I know, I've got like one question after the other here.
But like when it's cold outside, does that make a difference,
Like if you rub it too much.
Speaker 1 (09:40):
The colder it gets, the tougher it is on everything,
Tougher to idle, tougher on the engine, tougher the bearings,
the oil stick.
Speaker 3 (09:48):
So when you cold started out a morning like this
and it's at fifteen hundred rpm, I mean your oil
is like molasses down there. Yeah, that's it's your top
end isn't going to see oil for a little bit.
Speaker 1 (10:00):
And this super cold is the toughest on any engine,
not just this, but any engine when you first start.
It's because everything's going from dry to lubrication and something,
something isn't lubricated for a few seconds, so you get
to it.
Speaker 5 (10:15):
So huh okay, okay, I'll try out the disconnecting the
battery cables first and then maybe that'll help.
Speaker 1 (10:25):
Yeah, sounds good. Any other problems? I appreciate the call.
Speaker 5 (10:29):
Okay, thank you.
Speaker 1 (10:30):
You bet. We're gonna take a quick break on mister
Mechanic Show. We'll be backed in a minute.
Speaker 6 (10:35):
All right, everybody, The big Man himself, that's right, the
head of Marvel Comics is coming down to the meeting
today to hear what we've got on his latest superhero,
Mechanic Man, So it'd better be good.
Speaker 3 (10:47):
Stevens.
Speaker 6 (10:49):
What Stevens, how's that Mechanic Man jingle coming along?
Speaker 1 (10:54):
The Mechanic Man jingle?
Speaker 6 (10:56):
Yeah, the one you were assigned to produce last week.
That's what the big Man from Marble wants to hear.
So let's hear it.
Speaker 1 (11:03):
Okay, you want to hear the jingle? Now?
Speaker 6 (11:07):
Well, why else would you be here, Stevens, That's what
you were hired to do. Now you better sing me
the most beautiful, clever, catchy, soothing jingle I've ever heard,
or you can pack up your knickknacks and hit the road.
Speaker 3 (11:23):
Yeah. Sure, here we go.
Speaker 7 (11:24):
I've got the jingle done, you know, of course I do.
You know my throat's a little dry, though, so you
know it might be better to wait a few days until.
Speaker 6 (11:33):
After Lero, leroy, Get this man some water, now, sing
to me?
Speaker 3 (11:39):
Okay, all right?
Speaker 1 (11:40):
Here here he goes.
Speaker 4 (11:41):
Here.
Speaker 7 (11:41):
Here's the jingle that I definitely wrote before today. Mcannick man,
mcchannick man. He does whatever mechanic can. Mechanic man, mechanic man,
he does whatever a mechanic can. He's a man, he's
(12:05):
mechanic man.
Speaker 6 (12:09):
Oh my god, Stevens. That was absolutely brilliant. Amazing work, Stephens.
He's done it again, well done.
Speaker 8 (12:21):
Oh my goodness.
Speaker 6 (12:23):
That jingle is already stuck in my head, and that's
all I'm thinking about.
Speaker 7 (12:26):
Canic man, mechanic man does whatever.
Speaker 1 (12:30):
A mechanic can.
Speaker 6 (12:31):
Mechanic man, mechanic man does whatever.
Speaker 4 (12:35):
A mechanic He's a mechanic man, mechanic man, mechanic mechanic man, mechanical.
Speaker 7 (12:44):
Man, mechanic man, I mechanical man, man, mechanical man man.
Speaker 6 (12:51):
Not mechanical man, mechanic man, not mechanical man.
Speaker 1 (13:01):
I can't make me Larry. What's up today?
Speaker 9 (13:04):
Yeah, Hi, Hey, I've got a couple of questions. I
took your advice. I've got my ninety model SHO. I
took your advice. I put a gauge. I bought a
gauge and I put it in the cat or the
two centsor holes and determined the back one was clogged up.
So I finally had it changed yesterday. And it doesn't
(13:28):
have any bottom end torque at all. The IDOL went
up from like five hundred to eight point fifty when
it should be about one thousand, and it just doesn't.
It runs fairly good, you get that in the rs
above two thousand rpm, but it doesn't have it. It
just doesn't have any bottomand torque at all. Doesn't want
to come start from the stop at all.
Speaker 1 (13:51):
It didn't have any of that before.
Speaker 8 (13:54):
Yeah.
Speaker 9 (13:54):
Yeah, you kind of had to have it up a
little bit.
Speaker 4 (13:57):
You could.
Speaker 9 (13:57):
You could easily get it going without a touching the throttle.
I'm afraid of I don't touch see now, if I
get it going, it won't rev up. It's just it's
just dead. You play with the throttle and it doesn't
rev up. When you finally get a driv if you
can like push in on the clutch, get a drev
up to fifteen hundred and two thousand, let on a
(14:19):
clutch and it'll it'll go ahead and get going, but
just it won't rev up from a low rpm.
Speaker 1 (14:28):
Kind of weird problem for just changing a cat.
Speaker 3 (14:32):
Kind of does it feel like it's it was when.
Speaker 9 (14:34):
It was clogged up? It was everything you could do
to drive it, you know.
Speaker 3 (14:38):
Does it feel like it's like loading up on fuel
at all? Like maybe you got a rich condition that's
maybe causing our cat to go bad, like a fuel
pressure regulator leaking. You're filling your intake with gas and
it takes you a minute to burn through it. Kind
of like the carbureted days. If you take off with
your choke, shoot.
Speaker 1 (14:58):
Which which cat was bad? The uh bar back? Okay,
So typically if.
Speaker 3 (15:04):
If that should only have just that one pancake cat
on it in nineteen ninety.
Speaker 9 (15:09):
Well I had, I had, I had an aftermarket it's
a high performance wide pipes, got two high high flow magniflu.
Speaker 1 (15:17):
Okay, okay, well that's interesting, that's interesting. He cake. Okay,
So this's only got one cat on it, is what you're.
Speaker 9 (15:26):
Saying, No, it's got two cats. The back, one for
each bank.
Speaker 1 (15:30):
Okay, So typically so typically when you have the so
you got three of it. So if you got one
one on either manifold and one clear in.
Speaker 9 (15:39):
The back right now, there's not another one, okay, So.
Speaker 3 (15:42):
Just two upstream cats.
Speaker 1 (15:44):
Yeah, two upstream cats. Okay. Well, it makes me still
think that you've got some. If you've got one that
went bad, it makes me think that you've got another
one that's partially plugged.
Speaker 9 (15:54):
Okay, I'll put my gauge back in. Check that out. Hey,
I've got a ninety five model Shivy jeep ty van
and I drove it from sixty thousand to one hundred
and seventeen without changing the annaphreeze, so it's got it
had numerous leaks in it. I had the intake manifold
(16:16):
gasket changed. I had numerous hoses changed on and of
course the radiator hoses. There was a valve in there
that was leaking. Got that all done. It's still leaking.
Speaker 4 (16:30):
It's still leaking.
Speaker 9 (16:32):
Exhaust into the coolant. It tells me he put a
gau je on. He put the thing on there and
changed the color of the flood different colors.
Speaker 1 (16:42):
So you gotta have gasket bat not uncommon. I mean
it's so Yeah.
Speaker 9 (16:46):
My question is if the engine block is so wasted
from rust because the anafreeze was totally brown. It's stained
the inside of the overflow tank. He got going, he
put all together, started right up, and it's just rusty,
(17:07):
rusty restaurate. So he's gonna I told him maybe change
the head gaskets. But what I'm thinking is the block
kind of wasted because it's heavily rusted.
Speaker 1 (17:22):
Well, you're never going to get rid of it, No
is Your head gasket's going to come back again. And
if you keep it long enough, which you clearly have,
you're probably going to have a problem with it again.
The only way that gets out of there is to
completely have it.
Speaker 3 (17:36):
You tear it down and boil that block and boil.
Speaker 9 (17:38):
The block to the second half market engine in That's
what I'm thinking.
Speaker 1 (17:42):
Yeah, Yeah, that's the that's the best way around it.
To do it once and don't do it again.
Speaker 3 (17:49):
For sure, Yeah, because once they get rusty, you can't
get it out.
Speaker 1 (17:53):
Yep.
Speaker 3 (17:53):
There's all kinds of products on the shelf and I've
tried them all.
Speaker 9 (17:56):
It doesn't work, and right of it and light of
the fact that it's still got this leak. Am I
out anything? Putting some CRC head gasket, fixed it in
a bottle, stuff in the radiator.
Speaker 3 (18:10):
You're out the five bucks it'll cost you.
Speaker 1 (18:12):
Yeah.
Speaker 9 (18:12):
Well I bought the yard, so I'm not even out there.
Speaker 1 (18:15):
Okay, perfect, okayord in there. Just so you know your
heater core is gonna get it. It works really well.
It'll plug up just about everything, head gaskets, radiators, heater cores, uh,
heater control valves. Yeah, it'll plug it all.
Speaker 9 (18:29):
He put new water pumping everything on the engine. But
he said when he got down the top radiator hose
is not getting hot even though it pegs the gauge
just within minutes.
Speaker 3 (18:41):
Your thermostat isn't opening or too many in it. Okay,
so if you've got a head gasket bad, you're going
to be making air in there.
Speaker 1 (18:49):
Yeah. So thermostats do not work on air. The only
work when they're surrounded by the liquid. Otherwise it'll do
exactly what's what it's doing now.
Speaker 9 (18:58):
Okay, that's another quest. The gauge on the dash. If
it doesn't work with air, it only works. That's what
he pointed out. It was well on flood. So it's well,
it wasn't showing that it was overheated, but why would
it be in the center of the range, just like
always instead of.
Speaker 1 (19:20):
I said it wrong. It only reads accurately when it's
surrounded by water. That goes for the temperature gauge, and
it goes for the thermostat. If it's surrounded by air
or air is going past it back, you know.
Speaker 3 (19:33):
Water going to get ambient.
Speaker 1 (19:35):
Yeah, yeah, water, air, water, air. That's why the temperature
gage will fluctuate back and forth because there's no water
around it.
Speaker 3 (19:43):
So in that scenario, essentially what you have is because
generally your temp center and your thermostat are up high.
So if there's no anti freeze up there, you're boiling
at the bottom of your block or you know, essentially
in your cylinder heads. And that's how you get head
gasket issues stuff like that when you run them low
because your thermostat, well, one you're low, and two your
(20:06):
thermostat can't open to relieve anything.
Speaker 1 (20:09):
Sounds more like you It sounds more like you have
an air compressor than you have an engine compressor. You're
you're manufacturing more air than you are anything else.
Speaker 9 (20:18):
Do you think the blocks wasted.
Speaker 1 (20:21):
Well, it's an iron block. I mean it's it's a van.
How much trouble do you want to go through to
put an engine in this? And how many times do
you want.
Speaker 4 (20:28):
To do a job?
Speaker 9 (20:30):
Yeah, I mean like another twelve hours change head casket. No,
I'm only doing that much different.
Speaker 1 (20:37):
I'm only doing that job once. I'm putting a different engine.
I'm solving all my problems at one shot.
Speaker 9 (20:42):
Okay, that's what I was thinking. Yep, I gotta run
the meantime I can put it and fix it in
the bottom and drive it.
Speaker 3 (20:49):
Sure, why not?
Speaker 1 (20:50):
Yeah?
Speaker 9 (20:51):
Why not? That's what I'm thinking.
Speaker 1 (20:52):
Yeah, appreciate than you you bad appreciates Call Larry. We
got to scoot to a break, so five level Tannelly
back in a minute, Steve, what's up today? Oh?
Speaker 8 (21:03):
Yeah, First, I just want to tell you I love
your Guys show. I listened to it every weekend. I
never thought i'd be calling in h Glad you do.
Speaker 1 (21:10):
I appreciate appreciate you then?
Speaker 8 (21:13):
Yeah, but anyway, Yeah, twenty fifteen, f one to fifty.
I'm original owner. It's only got two hundred thousand miles
on it never had any problems with it, but just
a couple of weeks ago. When I start, when I
turn the ignition, sometimes it won't do anything except for
it'll just go click click, and then you got to
(21:34):
turn the key back and then go back again maybe
click click, and maybe it will turn over, fire up.
But so you know, I used to do all my
own work on my vehicles, and so the dealer can't
get this in and I can't get it into a
shop for two weeks, and so I attempted to fix
it myself. So I replaced the ignition switch in the
(21:56):
column and that that didn't do anything. It's got a
it's got a new battery in it. Connections are good,
and uh it seems like uh, when the vehicle is
warmed up, sometimes it will kick over right away, and
other times I will just get to click click, and
then I got back the key off to zero again
(22:17):
and then go back again and click click or maybe
have you.
Speaker 3 (22:20):
Tested the starter?
Speaker 4 (22:21):
Starter?
Speaker 3 (22:23):
What sounds like a starter to me?
Speaker 1 (22:25):
It sounds like you're losing you're losing voltage.
Speaker 8 (22:28):
You think it's the solenoid. That's all I could think of.
But this is the first board I had that hadn't
had the solenoid, you know, separate from the starter.
Speaker 3 (22:37):
No, yeah, it's down there on top of the starter.
That's where I'm going to start my testing, is the
thing that didn't working.
Speaker 1 (22:42):
Yeah, And if it's anywhere around uh the Omaha metro area,
it's it's all crusty and rusty and green down there too.
Just seeing one on F one fifty the other day.
Speaker 3 (22:52):
They're terrible, just like right there in a wheel well
and they get hit with everything.
Speaker 1 (22:57):
Yes, they do. So you're losing voltage. That's why it's clicking.
And that voltage loss could be it through a battery cable,
could be through the sylenoid, it could be just the
starter itself, the armature.
Speaker 8 (23:09):
So what I would do, because if it was just
a solenoid and I turned the ignition, wouldn't it just
go click click that's.
Speaker 1 (23:18):
A little battery. That's a dead battery or bad connection.
Click click click. So you're getting one click, which tells
me that you're getting voltage from the from the cognition
switched down to the s terminal. It's trying. So if
I was a betting man, I would probably say you
got a bad starter, just kind of like Kyle mentioned,
what I would probably do, so you can double test
(23:40):
this is does it happen all the time or once
in a while.
Speaker 8 (23:47):
Well, it's gotten more frequent, okay, And it's getting to
the point where if I get it started up in
the garage, I'll drive it somewhere and I'm afraid to
turn it off because I'm afraid one of these times
I'm not going to kill get home.
Speaker 1 (23:57):
Well, more frequent is easier to fix. So what I
would do is find a pride bar, a hammer, just
whatever else you can see, and crawl underneath there and
see the access of it. And then the next time
it clicks, just walk around and crawl underneath there, bang
on the starter a little bit, and then go try
(24:17):
to crank it again. See if it fires off. My
guess is that it will.
Speaker 8 (24:21):
Yeah, because when the starter does turn, it starts up strong.
It's still very strong. But like I said, just that
making that connection so.
Speaker 3 (24:31):
Well, I mean, yeah, your starter motor itself is an
armature and it's got eight commentators. So what we're doing
by hitting it is essentially diagnosing a warn bushing in there. Yeah,
so your armature is stuck to your brushes. It can't
spin or it stuck, or.
Speaker 8 (24:47):
It could be since it's got two hundred thousand miles
on it, you think the commutators getting worn down to
where the mica isn't letting the brush's seat on the armature.
Speaker 3 (24:57):
All these are possible either way you're place to start.
Speaker 1 (25:00):
I was just going to say it's got two hundred
thousand miles on it. The last one we did, I
had to it came in for transmission and we end
up having to put a starter in it, and I
had to call and say, well, we put a We
just put a wrench on the starter nut in just
a part it pulled it apart because we had to
have it out of the way to do a transmission,
(25:21):
and it just twisted right off. There was not any
pressure to it. So actually we saved a tow on
this particular job because it wasn't a matter if it
was going to go bad or as a matter of win,
it was going to go bad because it was all
sorts of green and everything else down there. So my
guess is that you'll probably find the same thing with
two hundred thousand miles when you put a when you
(25:41):
put a ratchet on there, it'll bust off.
Speaker 8 (25:44):
Okay. And the other thing is it's got two hundred
thousand miles, but I drive back and forth to Arizona
a lot, so it's not like I'm stopping starting all yeah.
Speaker 1 (25:53):
Yeah, but thinking two hundred thousand miles. How many starts
you have on it?
Speaker 8 (25:57):
Yeahs not as many as people are driving in town.
Speaker 1 (26:00):
Agreed. Agreed, you bet that.
Speaker 3 (26:03):
And back to my original statement, is right in the
wheel well, it's catching everything filled with water, it's getting
hit with water. Things aren't good.
Speaker 8 (26:13):
Yeah. My understanding is that that's not a real fun
starter to get to. It's not that that one bolt
on the top it's hard to get to unless you
put like a six extension on it.
Speaker 3 (26:24):
Well yeah, I mean yeah, we do them all the time,
so it's not really bad. I mean, it's just.
Speaker 1 (26:29):
Make sure your your soka is seated on there. Yeah,
you don't want to round that one. Don't don't round
that one off. Yeah, make sure it's seated properly, and
then uh yeah, crack it loose before you use anything
else that's got air on there, because that was a
stupid design too. Going one way and going and one
going the other and the one going the other is
stupid to get to.
Speaker 3 (26:50):
Yeah, but that's going to be the hardest part of it.
It's not a bad job.
Speaker 8 (26:54):
No, Okay, good enough, I'll give her a shot.
Speaker 1 (26:58):
Appreciate your listening, Steve.
Speaker 8 (27:01):
Okay, thank you, you bet all right.
Speaker 1 (27:03):
We're gonna head over to Virgil. Virgil's got an eight.
What kind of car do you got?
Speaker 4 (27:07):
Yeah, yep, we got two thousand and eight in Pella,
thirty nine hundred V six grandfather's car, grandson's car. He
was driving it running find it all a sudden stopped.
They tried to get started, was backfiring real bad. I
thought they're probably it was probably either a crank chaft
sensor or camshaft sensor who replaced both of them. Compression.
(27:32):
We did a compression check and all the cylinders and
they're running between one and two fifteen. They're all all
in that range. So I don't think the timing change
went out unless that would not affect that compression that bad.
The computer didn't throw any faults at all.
Speaker 10 (27:53):
Well, the compression sounds good to me. So with no
faults at all. And so you've got a scan tool
that you can check things. Can you look at data?
Speaker 4 (28:05):
Yeah, it does it doesn't have any faults in there
at all.
Speaker 3 (28:08):
What about can you get any kind of a data
stream out of your scanner that'll tell you a data stream?
Can you look at what the sensors are saying or
does it just give you codes?
Speaker 4 (28:20):
I don't think so on mine. It's not that expensive, okay,
because I mean you're going there and check the sensors
on that scanner, then.
Speaker 3 (28:30):
Well, I'm more I'm curious about the mass airflow sensor
because I mean, if you're saying that there's no codes
at all, and you're backfiring and things like that, and
you've got good compression, I mean one to two fifteen,
I mean that's pretty I mean they're all in line
with each other. You don't got any that are sinking
way low, and they're all pretty uniform for I mean
(28:52):
an older car. I mean that's actually pretty darn good.
So we got to go towards the things that can
cause major problems, like you got and not set a code.
So if there's dirt or a leaf that's blocking your
mass airflow sensor, a mass airflow sensor can only perform
as it's told the air going across it tells it
(29:16):
what to do, if it can't read that and you're
turning the engine over and it's full rich, I mean
you're going.
Speaker 4 (29:22):
To get some ta can get some good cleaner and
clean it all out. Make sure that's clean, that clear
out that is it will probably replace it.
Speaker 1 (29:31):
Yeah, well, I mean there's you can unplug it and
see if it starts and runs. It's the other thing
that I'm going to want to know too, is how
good is a spark? Have we checked spark?
Speaker 4 (29:42):
The spark looks pretty decent.
Speaker 1 (29:44):
On just one. Have you checked the one checked?
Speaker 4 (29:48):
I just tried the one cylinder.
Speaker 1 (29:52):
You should try all of them because they're very common
to have a ignition ignition module. I thinking, Well, that's
what I mean.
Speaker 4 (30:01):
Yeah, that's just yeah, the the old the six has
had an individual well coil pack that ran two cylinders.
Speaker 1 (30:10):
Yeah, but you know this is this.
Speaker 3 (30:13):
Yeah, so you're coil on plug. Yeah, okay, so we
don't have an ignition module.
Speaker 4 (30:20):
Yeah, they got this. It's all the module are yah
one one piece yet got the separate level knobs on
top of that module.
Speaker 3 (30:30):
Sure. So yeah, I mean I'm down to let's let's
verify our spark. You know, in a couple of banks,
and then let's get a good look at that mass
airflow sensor. And you know you can unplug them. But
you know, if you want to get into some further testing,
you know you're going to have a vault meter involved
(30:51):
in a couple other things. But that's kind of what
it seems like to me. That's where I would go
with it anyway, because I mean we've proven timing.
Speaker 1 (31:01):
All right, Virgil, try that and if it doesn't get
you any further, give us a call. See we can
help you some more.
Speaker 3 (31:07):
Bro.
Speaker 1 (31:07):
I appreciate the call. All right, we'll be back in
a quick minute talking to that last car on Virgil.
You know, it's just if it's backfiring, things aren't just
hitting the right cylinders of where they need to be.
And we've talked many times at the mass airflow sensor,
all the air, the inners, the engine has to go
pack past that, and when it goes past that, that's
(31:30):
what adjusts everything else accordingly. Now, crankshaft position sensor is
going to be very crucial. Like you said, you wanted
to know what kind of data stream you have, so
you have like two or three hundred rpm that you're cranking.
Speaker 3 (31:44):
Yep, we want to know that. And cam and crank
sinc Are big ones on a pit list that I
always look at.
Speaker 1 (31:50):
Right well, and the cam and crank sink. What that
does is it makes it sequential, you know, timing, so
that everything is firing one to one, two, three, four
or five in the firing order that it should and
it's not just randomly firing over here and over here
and over there. That's that's what the CAM sensor basically
is for, is to find number one cylinder. The once
(32:11):
the computer found number one cylinder goes, ah, now I
know how to make it run smooth. But usually that's
happened so quickly you don't even notice it. So yeah,
you just kind of have to go through your progressions
a little bit. And this is what we do every day.
It's no air fuel, spark, you know, injector pulse, I
think we got I should run. I wrote it down
many times. I can't just remember every one of them.
Speaker 3 (32:32):
And it seems like every year when we get new
options and we start seeing these new vehicles that they've rethought,
like remember when they threw VVT into everything and run?
Speaker 1 (32:38):
Yeah, yeah, now we have to add oil, So it's
air fuel spark, compression, injected pulse exhaust because that can
be plugged. And now we've got to add oil in there.
Does it have oil? And really actually it should be oil,
air fuel and spark. Yeah, because you've got some engines
out there, some Chrysler engines that will basically shut down
(33:00):
and won't run right. Yeah, because it doesn't have any
oil in it. You bet you pour four quartz oil
in it and all of a sudden, compression comes back
and it just when you crank it over, it sounds
like it has nothing. Zero. Put four quartz oil in it,
all of a sudden, the thing and running again. It's
uh boy, the first one we ran across that that way,
This can't be possible.
Speaker 3 (33:19):
I mean we look at old lifters, you know, back
in the old engines, the early days of hydraulic lifters.
I mean they were somewhat fail safe. Yeah, I mean
because I had a spring inside there that you know,
you would open your valve. You could run your car.
Nowadays if you don't got enough oil to I mean,
our lifters are very small in these engines to push
that thing. You got no compression, Yeah, you're done.
Speaker 1 (33:42):
And they went from a normal lifter to something that
looks like it doesn't even belong on the lifter boards.
Speaker 3 (33:47):
Yeah, it looks like a twenty two long rifles. Like,
what on earth is this and how is it controlling
an engine?
Speaker 1 (33:55):
Yeah, exactly, and all in the quest for one tenth
of whatever to get mile per gallon
Meet Bob.
Speaker 2 (00:02):
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
and that he can tell your tires ill pressure just.
Speaker 1 (00:24):
By how you're walking.
Speaker 2 (00:27):
He's Bob, He's Kyle, and every Saturday morning they morphed
together to form the.
Speaker 1 (00:32):
Greatest superhero known to man.
Speaker 2 (00:35):
Mister Mechanic check engine lights, don't stand a chance. This
is the Mister Mechanic Show. On eleven ten, kfab.
Speaker 1 (00:46):
Great Saturday morning to This is a Mister Mechanic show.
Five five, eight eleven tens the numbers to get in,
get in early. So we're gonna answer that question. And
if you're not scooping your driveway, I know you're sitting
at home listening, so I know you got some questions.
Give us a call. I'm Bob sitting next to me
as Kyle. Good morning, Kyle. Do you slipping slide on
(01:06):
the way in? Yeah, a little bit, a little bit.
I did did see some people within the last storm
that were going uphill really of.
Speaker 3 (01:16):
Nowhere a sporting kind of year for me.
Speaker 1 (01:19):
As everybody was going around them, they were just still
had the pedal to you know, to the metal trying
to get around, and of course tires are bald, of course,
but you know, we didn't have any warning that that
was going to happen. So did you get out and
help push?
Speaker 4 (01:37):
No?
Speaker 1 (01:37):
I drove around.
Speaker 3 (01:38):
No, No, there are right.
Speaker 1 (01:39):
I was just deciding whether which which way they were
trying to go left or right because they were struggling
to go anywhere. As long as I got around them,
I'm okay, My tires are good. Yeah, I got a
good problem with that.
Speaker 3 (01:49):
I find a lot of sport in driving in the wintertime.
I don't know why. I mean, it's just kind of
a sport to me because I drive a two wheel drive,
big truck. Yeah, so it doesn't really get around that right,
and I don't put anything in the back generally just
on purpose. Yeah. Yeah, I was just gonna say, I
don't want to unload it in the summertime because I
(02:10):
want to be having a way to do something. And
I'm like, wow, look at all these sandbags. Something I
don't want to do no exactly.
Speaker 1 (02:19):
I do notice when I get in the shop truck
and it gets snowy like this, that I have a
tendency to want to slide the rear ind as much
as possible and see how mean right circles and cookies
that we can do? I mean, why not? That's part
of the that's a part of the two wheel drive experience.
Speaker 3 (02:33):
Yeah. I was trying to, you know, because my son's
starting to drive and I was explaining it to him.
He's like, we're going up this hill and I had
it in first gear and he's like, why aren't we
just didn't drive or anything. I was like, okay, let's
shift it to drive. We went to drive first gear
and then we're halfway up the hill it shifts. Well,
we lost control. That's why. That's why back down the
(02:54):
hill we went, and back up.
Speaker 1 (02:55):
Yeah, I'll learn how to do it all you all
you listeners that have just had front wheel drive cards
or all wheel drive cars, you have no idea what
you're missing when you just have a real wheel drive
car and you get to slip and slide and.
Speaker 3 (03:07):
Yeah, if you ever want to try it out, come
by the station. I'll let you use my truck. It's
all beat up.
Speaker 1 (03:13):
Usually you go to an empty parking lot with no repeat,
no telephone pole, and not telephone pole, light poles, because
for some reason, if you go to a parking lot
with light poles, you always find it the front end.
Speaker 3 (03:27):
I see so many of those videos where people are
trying to be cool and spinning around in the parking
lot and bow, yes, here's a sixty thousand dollars cars.
It's not worth anything. Now it does, and they're God,
we're videotaping this stuff now because it's always happened. But yeah,
now we're just videotapes.
Speaker 1 (03:45):
And most of the time you got poles in the middle.
But there's a couple around town. I'm not gonna tell
you where they're at so they don't get inundated. But
they're big, huge parking lots with no poles. They're they're
fun to drive it. Oh yeah, we're gonna head over
to Mike. Mike's got a thirteen key optim Mike, what's
up today?
Speaker 5 (04:03):
Oh Hi, I real quick. I saw a guy doing
that actually yesterday, and I wasn't thrilled about it because
I think the other requirement for doing that is no
other cars in the parking lot.
Speaker 1 (04:13):
Otherwise true true, yeah, yeah, otherwise you find out I was.
Speaker 5 (04:17):
Not overly happy at that person putting my car wrist.
But anyway, yeah, seriously, I saw a guy doing that.
I wanted to ask you real quick. I had to
get the two sensors replaced from my cataloid converter on
my car somewhat recently. And now when I start my car,
(04:40):
it immediately goes to about fifteen hundred rpm. And I
wasn't doing that before. So I don't know if that
makes any difference or if I need to worry.
Speaker 3 (04:47):
About that or Okay, so a couple questions I have.
So it goes to fifteen hundred rpm and it comes
back down to an idol over around seven hundred, is
that right? Or does it stay at fifteen hundred.
Speaker 5 (05:00):
When I started? It just stays like a fifteen hundred
until I put it in drive.
Speaker 3 (05:07):
Okay, So if you just let it sit there and idle,
it will not go down and find its idle. It'll
stay at fifteen hundred.
Speaker 5 (05:14):
Yes, yep, okay.
Speaker 1 (05:18):
So, and all as you did was just replace the
oxygen sensors in it, and that's that's all that that's all.
Speaker 4 (05:25):
Around, That is true.
Speaker 5 (05:26):
I just there were there were two sensors and I
had to get the second one replaced, so I took
it in and after the second one was replaced. That's
why that, you know, I don't know if that's because
the sensor was in it was replaced.
Speaker 3 (05:43):
Because I mean essentially your car, when you start it
in cold weather like we have now, you should get
you know, that fifteen hundred rpm flare up and then
that should go down fairly quickly. I mean this time
of year, it's going to take it a little bit longer,
but I mean.
Speaker 1 (06:04):
It's it kind of seems like the like maybe the
throttle body needs to be cleaned a little bit. Could
be this weather can bring out a lot only we
get a low wide a lot of those. Yeah, but
you're right, maybe there's something that an oxygen sensor shouldn't
now as that problem at all. It just shouldn't.
Speaker 3 (06:24):
Is the car full of anti freeze? Have you checked
the anti freeze level?
Speaker 5 (06:30):
I look at it basically once a week, and I
I know, like the uh, that reservoir tank, I see
an a freeze in it, So that's it should be Okay.
Speaker 3 (06:41):
Okay, let's say it's okay. So all of that is
going to be controlled by two things, vacuum and the
throttle body. So what could have happened? And I mean
we've seen it is you know you're in they're replacing something.
Maybe you're knocked a vacuum hose off, and that can
hold up. Generally you're gonna get a check engine light.
(07:02):
It might not be instantaneous, but you'll get another check
engine like for a lean code out of it. Secondly,
is the throttle body. I mean you may be able
to I don't know if these have a relearn on
them or not, if you can relearn base idle because
sometimes when you go in there and your clear codes,
it wipes everything out right.
Speaker 5 (07:23):
And the second thing you said sounds like what it
might be because the mechanics said something about the numbers,
and I wonder if it's that second thing you mentioned.
Speaker 3 (07:34):
Sure like, because yeah, when you clear codes, I mean
sometimes on certain acles you have to go back in
there and say, okay, this is where you're going to
idle at now, because it just sets it to a
generic Okay, here you go. You're gonna start this up
because I don't know what to do and I know
it'll run with this here, so until you go back
in and tell it, hey, this is where we need
(07:55):
to set this. I mean it could stay there.
Speaker 5 (08:00):
Is there a simple way for me to do that?
Or I have to take it in again?
Speaker 3 (08:05):
No, I mean it's going to be done through a
scan tool, through a controller you might try. I mean
the easiest thing you can try is just disconnecting the battery,
holding them together. Like we've said a million times in
the past, that may trigger something and.
Speaker 1 (08:21):
May reset it just because you're bringing everything powering.
Speaker 5 (08:25):
Disconnect the battery.
Speaker 3 (08:26):
Yeah, and just kind of take your two cables with
them disconnected and hold them together. I put a zip
tie around them, and you know, go get a snack
or something.
Speaker 1 (08:36):
Ye come your zip tie yea gone. Try that five
minutes and then put them back together. See what happens.
Speaker 3 (08:41):
It's easy quick, it's free all those Yeah, So I
mean maybe start with that. If anything else, I mean,
you've had it at a garage and they've you know,
done some work, say hey, I'm since you guys did this,
here's what I got. What do you what do you think.
Speaker 5 (09:03):
Is rubbing it like that? When you start like the
fifteen is that going to hurt the engine?
Speaker 3 (09:09):
Do you think I'm more worried about the transmission when
you're throwing it in gear? I mean, is it banging
into gear hard or.
Speaker 1 (09:16):
Going or going in easy?
Speaker 4 (09:19):
No?
Speaker 5 (09:19):
I don't think anything is wrong in that regard.
Speaker 3 (09:21):
You get no hard clunk. Yeah, so now, no, you
don't think you're hurting anything. And all the engine's doing
is turning. That's what it's made to do. So yeah,
you're not hurting anything.
Speaker 5 (09:33):
I know, I've got like one question after the other here.
But like when it's cold outside, does that make a difference,
Like if you rub it too much.
Speaker 1 (09:40):
The colder it gets, the tougher it is on everything,
Tougher to idle, tougher on the engine, tougher the bearings,
the oil stick.
Speaker 3 (09:48):
So when you cold started out a morning like this
and it's at fifteen hundred rpm, I mean your oil
is like molasses down there. Yeah, that's it's your top
end isn't going to see oil for a little bit.
Speaker 1 (10:00):
And this super cold is the toughest on any engine,
not just this, but any engine when you first start.
It's because everything's going from dry to lubrication and something,
something isn't lubricated for a few seconds, so you get
to it.
Speaker 5 (10:15):
So huh okay, okay, I'll try out the disconnecting the
battery cables first and then maybe that'll help.
Speaker 1 (10:25):
Yeah, sounds good. Any other problems? I appreciate the call.
Speaker 5 (10:29):
Okay, thank you.
Speaker 1 (10:30):
You bet. We're gonna take a quick break on mister
Mechanic Show. We'll be backed in a minute.
Speaker 6 (10:35):
All right, everybody, The big Man himself, that's right, the
head of Marvel Comics is coming down to the meeting
today to hear what we've got on his latest superhero,
Mechanic Man, So it'd better be good.
Speaker 3 (10:47):
Stevens.
Speaker 6 (10:49):
What Stevens, how's that Mechanic Man jingle coming along?
Speaker 1 (10:54):
The Mechanic Man jingle?
Speaker 6 (10:56):
Yeah, the one you were assigned to produce last week.
That's what the big Man from Marble wants to hear.
So let's hear it.
Speaker 1 (11:03):
Okay, you want to hear the jingle? Now?
Speaker 6 (11:07):
Well, why else would you be here, Stevens, That's what
you were hired to do. Now you better sing me
the most beautiful, clever, catchy, soothing jingle I've ever heard,
or you can pack up your knickknacks and hit the road.
Speaker 3 (11:23):
Yeah. Sure, here we go.
Speaker 7 (11:24):
I've got the jingle done, you know, of course I do.
You know my throat's a little dry, though, so you
know it might be better to wait a few days until.
Speaker 6 (11:33):
After Lero, leroy, Get this man some water, now, sing
to me?
Speaker 3 (11:39):
Okay, all right?
Speaker 1 (11:40):
Here here he goes.
Speaker 4 (11:41):
Here.
Speaker 7 (11:41):
Here's the jingle that I definitely wrote before today. Mcannick man,
mcchannick man. He does whatever mechanic can. Mechanic man, mechanic man,
he does whatever a mechanic can. He's a man, he's
(12:05):
mechanic man.
Speaker 6 (12:09):
Oh my god, Stevens. That was absolutely brilliant. Amazing work, Stephens.
He's done it again, well done.
Speaker 8 (12:21):
Oh my goodness.
Speaker 6 (12:23):
That jingle is already stuck in my head, and that's
all I'm thinking about.
Speaker 7 (12:26):
Canic man, mechanic man does whatever.
Speaker 1 (12:30):
A mechanic can.
Speaker 6 (12:31):
Mechanic man, mechanic man does whatever.
Speaker 4 (12:35):
A mechanic He's a mechanic man, mechanic man, mechanic mechanic man, mechanical.
Speaker 7 (12:44):
Man, mechanic man, I mechanical man, man, mechanical man man.
Speaker 6 (12:51):
Not mechanical man, mechanic man, not mechanical man.
Speaker 1 (13:01):
I can't make me Larry. What's up today?
Speaker 9 (13:04):
Yeah, Hi, Hey, I've got a couple of questions. I
took your advice. I've got my ninety model SHO. I
took your advice. I put a gauge. I bought a
gauge and I put it in the cat or the
two centsor holes and determined the back one was clogged up.
So I finally had it changed yesterday. And it doesn't
(13:28):
have any bottom end torque at all. The IDOL went
up from like five hundred to eight point fifty when
it should be about one thousand, and it just doesn't.
It runs fairly good, you get that in the rs
above two thousand rpm, but it doesn't have it. It
just doesn't have any bottomand torque at all. Doesn't want
to come start from the stop at all.
Speaker 1 (13:51):
It didn't have any of that before.
Speaker 8 (13:54):
Yeah.
Speaker 9 (13:54):
Yeah, you kind of had to have it up a
little bit.
Speaker 4 (13:57):
You could.
Speaker 9 (13:57):
You could easily get it going without a touching the throttle.
I'm afraid of I don't touch see now, if I
get it going, it won't rev up. It's just it's
just dead. You play with the throttle and it doesn't
rev up. When you finally get a driv if you
can like push in on the clutch, get a drev
up to fifteen hundred and two thousand, let on a
(14:19):
clutch and it'll it'll go ahead and get going, but
just it won't rev up from a low rpm.
Speaker 1 (14:28):
Kind of weird problem for just changing a cat.
Speaker 3 (14:32):
Kind of does it feel like it's it was when.
Speaker 9 (14:34):
It was clogged up? It was everything you could do
to drive it, you know.
Speaker 3 (14:38):
Does it feel like it's like loading up on fuel
at all? Like maybe you got a rich condition that's
maybe causing our cat to go bad, like a fuel
pressure regulator leaking. You're filling your intake with gas and
it takes you a minute to burn through it. Kind
of like the carbureted days. If you take off with
your choke, shoot.
Speaker 1 (14:58):
Which which cat was bad? The uh bar back? Okay,
So typically if.
Speaker 3 (15:04):
If that should only have just that one pancake cat
on it in nineteen ninety.
Speaker 9 (15:09):
Well I had, I had, I had an aftermarket it's
a high performance wide pipes, got two high high flow magniflu.
Speaker 1 (15:17):
Okay, okay, well that's interesting, that's interesting. He cake. Okay,
So this's only got one cat on it, is what you're.
Speaker 9 (15:26):
Saying, No, it's got two cats. The back, one for
each bank.
Speaker 1 (15:30):
Okay, So typically so typically when you have the so
you got three of it. So if you got one
one on either manifold and one clear in.
Speaker 9 (15:39):
The back right now, there's not another one, okay, So.
Speaker 3 (15:42):
Just two upstream cats.
Speaker 1 (15:44):
Yeah, two upstream cats. Okay. Well, it makes me still
think that you've got some. If you've got one that
went bad, it makes me think that you've got another
one that's partially plugged.
Speaker 9 (15:54):
Okay, I'll put my gauge back in. Check that out. Hey,
I've got a ninety five model Shivy jeep ty van
and I drove it from sixty thousand to one hundred
and seventeen without changing the annaphreeze, so it's got it
had numerous leaks in it. I had the intake manifold
(16:16):
gasket changed. I had numerous hoses changed on and of
course the radiator hoses. There was a valve in there
that was leaking. Got that all done. It's still leaking.
Speaker 4 (16:30):
It's still leaking.
Speaker 9 (16:32):
Exhaust into the coolant. It tells me he put a
gau je on. He put the thing on there and
changed the color of the flood different colors.
Speaker 1 (16:42):
So you gotta have gasket bat not uncommon. I mean
it's so Yeah.
Speaker 9 (16:46):
My question is if the engine block is so wasted
from rust because the anafreeze was totally brown. It's stained
the inside of the overflow tank. He got going, he
put all together, started right up, and it's just rusty,
(17:07):
rusty restaurate. So he's gonna I told him maybe change
the head gaskets. But what I'm thinking is the block
kind of wasted because it's heavily rusted.
Speaker 1 (17:22):
Well, you're never going to get rid of it, No
is Your head gasket's going to come back again. And
if you keep it long enough, which you clearly have,
you're probably going to have a problem with it again.
The only way that gets out of there is to
completely have it.
Speaker 3 (17:36):
You tear it down and boil that block and boil.
Speaker 9 (17:38):
The block to the second half market engine in That's
what I'm thinking.
Speaker 1 (17:42):
Yeah, Yeah, that's the that's the best way around it.
To do it once and don't do it again.
Speaker 3 (17:49):
For sure, Yeah, because once they get rusty, you can't
get it out.
Speaker 1 (17:53):
Yep.
Speaker 3 (17:53):
There's all kinds of products on the shelf and I've
tried them all.
Speaker 9 (17:56):
It doesn't work, and right of it and light of
the fact that it's still got this leak. Am I
out anything? Putting some CRC head gasket, fixed it in
a bottle, stuff in the radiator.
Speaker 3 (18:10):
You're out the five bucks it'll cost you.
Speaker 1 (18:12):
Yeah.
Speaker 9 (18:12):
Well I bought the yard, so I'm not even out there.
Speaker 1 (18:15):
Okay, perfect, okayord in there. Just so you know your
heater core is gonna get it. It works really well.
It'll plug up just about everything, head gaskets, radiators, heater cores, uh,
heater control valves. Yeah, it'll plug it all.
Speaker 9 (18:29):
He put new water pumping everything on the engine. But
he said when he got down the top radiator hose
is not getting hot even though it pegs the gauge
just within minutes.
Speaker 3 (18:41):
Your thermostat isn't opening or too many in it. Okay,
so if you've got a head gasket bad, you're going
to be making air in there.
Speaker 1 (18:49):
Yeah. So thermostats do not work on air. The only
work when they're surrounded by the liquid. Otherwise it'll do
exactly what's what it's doing now.
Speaker 9 (18:58):
Okay, that's another quest. The gauge on the dash. If
it doesn't work with air, it only works. That's what
he pointed out. It was well on flood. So it's well,
it wasn't showing that it was overheated, but why would
it be in the center of the range, just like
always instead of.
Speaker 1 (19:20):
I said it wrong. It only reads accurately when it's
surrounded by water. That goes for the temperature gauge, and
it goes for the thermostat. If it's surrounded by air
or air is going past it back, you know.
Speaker 3 (19:33):
Water going to get ambient.
Speaker 1 (19:35):
Yeah, yeah, water, air, water, air. That's why the temperature
gage will fluctuate back and forth because there's no water
around it.
Speaker 3 (19:43):
So in that scenario, essentially what you have is because
generally your temp center and your thermostat are up high.
So if there's no anti freeze up there, you're boiling
at the bottom of your block or you know, essentially
in your cylinder heads. And that's how you get head
gasket issues stuff like that when you run them low
because your thermostat, well, one you're low, and two your
(20:06):
thermostat can't open to relieve anything.
Speaker 1 (20:09):
Sounds more like you It sounds more like you have
an air compressor than you have an engine compressor. You're
you're manufacturing more air than you are anything else.
Speaker 9 (20:18):
Do you think the blocks wasted.
Speaker 1 (20:21):
Well, it's an iron block. I mean it's it's a van.
How much trouble do you want to go through to
put an engine in this? And how many times do
you want.
Speaker 4 (20:28):
To do a job?
Speaker 9 (20:30):
Yeah, I mean like another twelve hours change head casket. No,
I'm only doing that much different.
Speaker 1 (20:37):
I'm only doing that job once. I'm putting a different engine.
I'm solving all my problems at one shot.
Speaker 9 (20:42):
Okay, that's what I was thinking. Yep, I gotta run
the meantime I can put it and fix it in
the bottom and drive it.
Speaker 3 (20:49):
Sure, why not?
Speaker 1 (20:50):
Yeah?
Speaker 9 (20:51):
Why not? That's what I'm thinking.
Speaker 1 (20:52):
Yeah, appreciate than you you bad appreciates Call Larry. We
got to scoot to a break, so five level Tannelly
back in a minute, Steve, what's up today? Oh?
Speaker 8 (21:03):
Yeah, First, I just want to tell you I love
your Guys show. I listened to it every weekend. I
never thought i'd be calling in h Glad you do.
Speaker 1 (21:10):
I appreciate appreciate you then?
Speaker 8 (21:13):
Yeah, but anyway, Yeah, twenty fifteen, f one to fifty.
I'm original owner. It's only got two hundred thousand miles
on it never had any problems with it, but just
a couple of weeks ago. When I start, when I
turn the ignition, sometimes it won't do anything except for
it'll just go click click, and then you got to
(21:34):
turn the key back and then go back again maybe
click click, and maybe it will turn over, fire up.
But so you know, I used to do all my
own work on my vehicles, and so the dealer can't
get this in and I can't get it into a
shop for two weeks, and so I attempted to fix
it myself. So I replaced the ignition switch in the
(21:56):
column and that that didn't do anything. It's got a
it's got a new battery in it. Connections are good,
and uh it seems like uh, when the vehicle is
warmed up, sometimes it will kick over right away, and
other times I will just get to click click, and
then I got back the key off to zero again
(22:17):
and then go back again and click click or maybe
have you.
Speaker 3 (22:20):
Tested the starter?
Speaker 4 (22:21):
Starter?
Speaker 3 (22:23):
What sounds like a starter to me?
Speaker 1 (22:25):
It sounds like you're losing you're losing voltage.
Speaker 8 (22:28):
You think it's the solenoid. That's all I could think of.
But this is the first board I had that hadn't
had the solenoid, you know, separate from the starter.
Speaker 3 (22:37):
No, yeah, it's down there on top of the starter.
That's where I'm going to start my testing, is the
thing that didn't working.
Speaker 1 (22:42):
Yeah, And if it's anywhere around uh the Omaha metro area,
it's it's all crusty and rusty and green down there too.
Just seeing one on F one fifty the other day.
Speaker 3 (22:52):
They're terrible, just like right there in a wheel well
and they get hit with everything.
Speaker 1 (22:57):
Yes, they do. So you're losing voltage. That's why it's clicking.
And that voltage loss could be it through a battery cable,
could be through the sylenoid, it could be just the
starter itself, the armature.
Speaker 8 (23:09):
So what I would do, because if it was just
a solenoid and I turned the ignition, wouldn't it just
go click click that's.
Speaker 1 (23:18):
A little battery. That's a dead battery or bad connection.
Click click click. So you're getting one click, which tells
me that you're getting voltage from the from the cognition
switched down to the s terminal. It's trying. So if
I was a betting man, I would probably say you
got a bad starter, just kind of like Kyle mentioned,
what I would probably do, so you can double test
(23:40):
this is does it happen all the time or once
in a while.
Speaker 8 (23:47):
Well, it's gotten more frequent, okay, And it's getting to
the point where if I get it started up in
the garage, I'll drive it somewhere and I'm afraid to
turn it off because I'm afraid one of these times
I'm not going to kill get home.
Speaker 1 (23:57):
Well, more frequent is easier to fix. So what I
would do is find a pride bar, a hammer, just
whatever else you can see, and crawl underneath there and
see the access of it. And then the next time
it clicks, just walk around and crawl underneath there, bang
on the starter a little bit, and then go try
(24:17):
to crank it again. See if it fires off. My
guess is that it will.
Speaker 8 (24:21):
Yeah, because when the starter does turn, it starts up strong.
It's still very strong. But like I said, just that
making that connection so.
Speaker 3 (24:31):
Well, I mean, yeah, your starter motor itself is an
armature and it's got eight commentators. So what we're doing
by hitting it is essentially diagnosing a warn bushing in there. Yeah,
so your armature is stuck to your brushes. It can't
spin or it stuck, or.
Speaker 8 (24:47):
It could be since it's got two hundred thousand miles
on it, you think the commutators getting worn down to
where the mica isn't letting the brush's seat on the armature.
Speaker 3 (24:57):
All these are possible either way you're place to start.
Speaker 1 (25:00):
I was just going to say it's got two hundred
thousand miles on it. The last one we did, I
had to it came in for transmission and we end
up having to put a starter in it, and I
had to call and say, well, we put a We
just put a wrench on the starter nut in just
a part it pulled it apart because we had to
have it out of the way to do a transmission,
(25:21):
and it just twisted right off. There was not any
pressure to it. So actually we saved a tow on
this particular job because it wasn't a matter if it
was going to go bad or as a matter of win,
it was going to go bad because it was all
sorts of green and everything else down there. So my
guess is that you'll probably find the same thing with
two hundred thousand miles when you put a when you
(25:41):
put a ratchet on there, it'll bust off.
Speaker 8 (25:44):
Okay. And the other thing is it's got two hundred
thousand miles, but I drive back and forth to Arizona
a lot, so it's not like I'm stopping starting all yeah.
Speaker 1 (25:53):
Yeah, but thinking two hundred thousand miles. How many starts
you have on it?
Speaker 8 (25:57):
Yeahs not as many as people are driving in town.
Speaker 1 (26:00):
Agreed. Agreed, you bet that.
Speaker 3 (26:03):
And back to my original statement, is right in the
wheel well, it's catching everything filled with water, it's getting
hit with water. Things aren't good.
Speaker 8 (26:13):
Yeah. My understanding is that that's not a real fun
starter to get to. It's not that that one bolt
on the top it's hard to get to unless you
put like a six extension on it.
Speaker 3 (26:24):
Well yeah, I mean yeah, we do them all the time,
so it's not really bad. I mean, it's just.
Speaker 1 (26:29):
Make sure your your soka is seated on there. Yeah,
you don't want to round that one. Don't don't round
that one off. Yeah, make sure it's seated properly, and
then uh yeah, crack it loose before you use anything
else that's got air on there, because that was a
stupid design too. Going one way and going and one
going the other and the one going the other is
stupid to get to.
Speaker 3 (26:50):
Yeah, but that's going to be the hardest part of it.
It's not a bad job.
Speaker 8 (26:54):
No, Okay, good enough, I'll give her a shot.
Speaker 1 (26:58):
Appreciate your listening, Steve.
Speaker 8 (27:01):
Okay, thank you, you bet all right.
Speaker 1 (27:03):
We're gonna head over to Virgil. Virgil's got an eight.
What kind of car do you got?
Speaker 4 (27:07):
Yeah, yep, we got two thousand and eight in Pella,
thirty nine hundred V six grandfather's car, grandson's car. He
was driving it running find it all a sudden stopped.
They tried to get started, was backfiring real bad. I
thought they're probably it was probably either a crank chaft
sensor or camshaft sensor who replaced both of them. Compression.
(27:32):
We did a compression check and all the cylinders and
they're running between one and two fifteen. They're all all
in that range. So I don't think the timing change
went out unless that would not affect that compression that bad.
The computer didn't throw any faults at all.
Speaker 10 (27:53):
Well, the compression sounds good to me. So with no
faults at all. And so you've got a scan tool
that you can check things. Can you look at data?
Speaker 4 (28:05):
Yeah, it does it doesn't have any faults in there
at all.
Speaker 3 (28:08):
What about can you get any kind of a data
stream out of your scanner that'll tell you a data stream?
Can you look at what the sensors are saying or
does it just give you codes?
Speaker 4 (28:20):
I don't think so on mine. It's not that expensive, okay,
because I mean you're going there and check the sensors
on that scanner, then.
Speaker 3 (28:30):
Well, I'm more I'm curious about the mass airflow sensor
because I mean, if you're saying that there's no codes
at all, and you're backfiring and things like that, and
you've got good compression, I mean one to two fifteen,
I mean that's pretty I mean they're all in line
with each other. You don't got any that are sinking
way low, and they're all pretty uniform for I mean
(28:52):
an older car. I mean that's actually pretty darn good.
So we got to go towards the things that can
cause major problems, like you got and not set a code.
So if there's dirt or a leaf that's blocking your
mass airflow sensor, a mass airflow sensor can only perform
as it's told the air going across it tells it
(29:16):
what to do, if it can't read that and you're
turning the engine over and it's full rich, I mean
you're going.
Speaker 4 (29:22):
To get some ta can get some good cleaner and
clean it all out. Make sure that's clean, that clear
out that is it will probably replace it.
Speaker 1 (29:31):
Yeah, well, I mean there's you can unplug it and
see if it starts and runs. It's the other thing
that I'm going to want to know too, is how
good is a spark? Have we checked spark?
Speaker 4 (29:42):
The spark looks pretty decent.
Speaker 1 (29:44):
On just one. Have you checked the one checked?
Speaker 4 (29:48):
I just tried the one cylinder.
Speaker 1 (29:52):
You should try all of them because they're very common
to have a ignition ignition module. I thinking, Well, that's
what I mean.
Speaker 4 (30:01):
Yeah, that's just yeah, the the old the six has
had an individual well coil pack that ran two cylinders.
Speaker 1 (30:10):
Yeah, but you know this is this.
Speaker 3 (30:13):
Yeah, so you're coil on plug. Yeah, okay, so we
don't have an ignition module.
Speaker 4 (30:20):
Yeah, they got this. It's all the module are yah
one one piece yet got the separate level knobs on
top of that module.
Speaker 3 (30:30):
Sure. So yeah, I mean I'm down to let's let's
verify our spark. You know, in a couple of banks,
and then let's get a good look at that mass
airflow sensor. And you know you can unplug them. But
you know, if you want to get into some further testing,
you know you're going to have a vault meter involved
(30:51):
in a couple other things. But that's kind of what
it seems like to me. That's where I would go
with it anyway, because I mean we've proven timing.
Speaker 1 (31:01):
All right, Virgil, try that and if it doesn't get
you any further, give us a call. See we can
help you some more.
Speaker 3 (31:07):
Bro.
Speaker 1 (31:07):
I appreciate the call. All right, we'll be back in
a quick minute talking to that last car on Virgil.
You know, it's just if it's backfiring, things aren't just
hitting the right cylinders of where they need to be.
And we've talked many times at the mass airflow sensor,
all the air, the inners, the engine has to go
pack past that, and when it goes past that, that's
(31:30):
what adjusts everything else accordingly. Now, crankshaft position sensor is
going to be very crucial. Like you said, you wanted
to know what kind of data stream you have, so
you have like two or three hundred rpm that you're cranking.
Speaker 3 (31:44):
Yep, we want to know that. And cam and crank
sinc Are big ones on a pit list that I
always look at.
Speaker 1 (31:50):
Right well, and the cam and crank sink. What that
does is it makes it sequential, you know, timing, so
that everything is firing one to one, two, three, four
or five in the firing order that it should and
it's not just randomly firing over here and over here
and over there. That's that's what the CAM sensor basically
is for, is to find number one cylinder. The once
(32:11):
the computer found number one cylinder goes, ah, now I
know how to make it run smooth. But usually that's
happened so quickly you don't even notice it. So yeah,
you just kind of have to go through your progressions
a little bit. And this is what we do every day.
It's no air fuel, spark, you know, injector pulse, I
think we got I should run. I wrote it down
many times. I can't just remember every one of them.
Speaker 3 (32:32):
And it seems like every year when we get new
options and we start seeing these new vehicles that they've rethought,
like remember when they threw VVT into everything and run?
Speaker 1 (32:38):
Yeah, yeah, now we have to add oil, So it's
air fuel spark, compression, injected pulse exhaust because that can
be plugged. And now we've got to add oil in there.
Does it have oil? And really actually it should be oil,
air fuel and spark. Yeah, because you've got some engines
out there, some Chrysler engines that will basically shut down
(33:00):
and won't run right. Yeah, because it doesn't have any
oil in it. You bet you pour four quartz oil
in it and all of a sudden, compression comes back
and it just when you crank it over, it sounds
like it has nothing. Zero. Put four quartz oil in it,
all of a sudden, the thing and running again. It's
uh boy, the first one we ran across that that way,
This can't be possible.
Speaker 3 (33:19):
I mean we look at old lifters, you know, back
in the old engines, the early days of hydraulic lifters.
I mean they were somewhat fail safe. Yeah, I mean
because I had a spring inside there that you know,
you would open your valve. You could run your car.
Nowadays if you don't got enough oil to I mean,
our lifters are very small in these engines to push
that thing. You got no compression, Yeah, you're done.
Speaker 1 (33:42):
And they went from a normal lifter to something that
looks like it doesn't even belong on the lifter boards.
Speaker 3 (33:47):
Yeah, it looks like a twenty two long rifles. Like,
what on earth is this and how is it controlling
an engine?
Speaker 1 (33:55):
Yeah, exactly, and all in the quest for one tenth
of whatever to get mile per gallon
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