TL 2000 3.2 won't start - blowing ACG S fuse
12-28-2015, 10:22 AM
#81
i only have one transponder key with this car.
recoding(with immob)... is that something i can do (with right equip?) or is that a dealer/shop only function? dealer/shop avenue makes me pause and wonder what more i can do.
given that disconnecting/reconnecting the PCM for a while seemed to reset some functionality, i wonder if there is still something (sensor, relay, fuse, short) elsewhere that is causing the PCM to act up. i never did get through doing the sensor checks under the hood... was searching for them (those in post#60 step 12) when i went to chk on all fuses. i found a diag with a couple of the sensor locations.
recoding(with immob)... is that something i can do (with right equip?) or is that a dealer/shop only function? dealer/shop avenue makes me pause and wonder what more i can do.
given that disconnecting/reconnecting the PCM for a while seemed to reset some functionality, i wonder if there is still something (sensor, relay, fuse, short) elsewhere that is causing the PCM to act up. i never did get through doing the sensor checks under the hood... was searching for them (those in post#60 step 12) when i went to chk on all fuses. i found a diag with a couple of the sensor locations.
01-14-2016, 07:36 PM
#83
Your readings in post #71 are invalid bc the instrument cluster is still a source if ground. Except for the black wire.
BTW you shouldn't just do conuity tests blindly into any wire unless you know where the power is going. The multimeter has 9V in it. That's enough to fry electronic modules.
BTW you shouldn't just do conuity tests blindly into any wire unless you know where the power is going. The multimeter has 9V in it. That's enough to fry electronic modules.
01-19-2016, 06:54 PM
#85
I will spare you my credentials, but just for grins I took two multimeters and used the second one to test how many volts the other output while testing continuity/ohms.
Amprobe: no reading on second meter at all checking ohms (0.4 volts on continuity/beep mode)
Old Radio Shack meter: 0.4 volts, 2.7 volts on continuity mode.
You're not going to "fry" any module by applying .4 volts to any input pin. Regardless of how much voltage it is also current limited internally in the DMM, the probes are very high impedance - it's not like hooking a battery directly to the wires.
The greatest danger is testing while the system is powered on, you risk shorting pins together while you're trying to place the probes. Also if you are testing any pins that happen to be inputs to a control module and that module is powered on, it may act on the small voltage applied and do something unexpected. No such danger exists with power removed (in most cases ignition off, disconnecting battery is safer).
Amprobe: no reading on second meter at all checking ohms (0.4 volts on continuity/beep mode)
Old Radio Shack meter: 0.4 volts, 2.7 volts on continuity mode.
You're not going to "fry" any module by applying .4 volts to any input pin. Regardless of how much voltage it is also current limited internally in the DMM, the probes are very high impedance - it's not like hooking a battery directly to the wires.
The greatest danger is testing while the system is powered on, you risk shorting pins together while you're trying to place the probes. Also if you are testing any pins that happen to be inputs to a control module and that module is powered on, it may act on the small voltage applied and do something unexpected. No such danger exists with power removed (in most cases ignition off, disconnecting battery is safer).
01-20-2016, 02:53 PM
#87
This is what I would check:
- Only if fuse blows before trying to start the engine: Short in wiring harness running to the DLC (OBD2 port).
- Short in PGM-FI relay's secondary coil which is energized by this circuit to activate the fuel pump (test resistance across both coils in the relay for a short).
- Short in harness that feeds fuel injectors/IAC valve or short in a fuel injector. Disconnect fuel injectors and test resistance across each injector, test for shorts to ground in all YEL/BLK wires in this harness (all YEL/BLK are electrically common).
- Short in IAC valve. Disconnect IAC valve and test starting engine, I'm not sure which pins to test otherwise.
- Short in the PCM itself, it is also fed by YEL/BLK wires on two pins from this circuit.
An internally shorted injector will not show up in any of the diagnosis OP has been doing, since the PCM needs to ground the injector to complete the circuit. Each injector must be tested individually.
Will any of this help... I dunno.. That's just like, my opinion, man. Good luck OP!
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01acls (01-21-2016)
06-11-2016, 08:25 PM
#89
Picking up from where we left off, I have done afew checks but am currently trying to check for shorts in fuel injector harness wiring. The following are all disconnected: all ecm connectors, pgmf1 relay, iac valve conn, all 6 fuel injector connectors. Therefore if doing short/ground check between B/Y on connectors and engine frame/body ground, there should be no reading. Same at pgfm1 Y/B conn to body ground. Correct?
problem is, I am getting a reading at many of these checks. Is there another grounded connection in this circuit?
problem is, I am getting a reading at many of these checks. Is there another grounded connection in this circuit?
06-12-2016, 03:11 PM
#90
Actually realized last night that I pulled coil connectors not fuel injector connectors.
But cannot find fuel injectors. My review on line indicated these were easy to get at but not jumping out from post I saw though engine was somewhat different. Will post pic of my engine in current state.
But cannot find fuel injectors. My review on line indicated these were easy to get at but not jumping out from post I saw though engine was somewhat different. Will post pic of my engine in current state.
06-12-2016, 05:28 PM
#92
So the injectors were under the large engine cover - all part of air handling I presume.
Disconnected injector connectors and did continuity checks - between injector Y/B wires is small reading (expected), any Y/B to ground gives a large resistance reading (unexpected, right?).
the other injector wire (on each injector) to ground did not have a reading (expected).
Resistence across each injector's pins (while still seated) was ~14.5ohms.
As stated/inquired in post #89, with all connectors on this circuit disconnected, there should be no or very small reading with Y/B to ground - correct?
Disconnected injector connectors and did continuity checks - between injector Y/B wires is small reading (expected), any Y/B to ground gives a large resistance reading (unexpected, right?).
the other injector wire (on each injector) to ground did not have a reading (expected).
Resistence across each injector's pins (while still seated) was ~14.5ohms.
As stated/inquired in post #89, with all connectors on this circuit disconnected, there should be no or very small reading with Y/B to ground - correct?
06-13-2016, 03:47 PM
#94
Circuit isolated
thx SuperGreg
i believe ecm and ecu are the same (main computer). This has been disconnected and is currently out of car.
Further even battery is removed as I had previously left it in with negative terminal removed, but it was drained completely dead.
So I think this circuit/branch is isolated and should not even be grounded... Unless something not shown in relative diagrams.
Yet, still that resistance reading.
i believe ecm and ecu are the same (main computer). This has been disconnected and is currently out of car.
Further even battery is removed as I had previously left it in with negative terminal removed, but it was drained completely dead.
So I think this circuit/branch is isolated and should not even be grounded... Unless something not shown in relative diagrams.
Yet, still that resistance reading.
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