Pinging and Loss of power 2004 V10
#76
A partially plugged catalytic converter can feel exactly like a fuel delivery problem.
An easyish way to check that is to unbolt the flange where the Y pipe connects to the rest of the exhaust system and move it out of the way. Roadtest it and see if there's any difference.
A plugged or partially plugged converter can cause LTFT, STFT and MAF readings to be incorrect.
An easyish way to check that is to unbolt the flange where the Y pipe connects to the rest of the exhaust system and move it out of the way. Roadtest it and see if there's any difference.
A plugged or partially plugged converter can cause LTFT, STFT and MAF readings to be incorrect.
Oddly enough despite me earlier thinking there was no way this was an exhaust blockage problem,,, as I disprove all my other armchair diagnosis,,, I started to think about a blocked cat.
In my head I would never think it could act like that, but I'll believe you (as I'm running out of ideas).
Would you think its possible though on a 30K mile truck?
I mean literally 30k miles, it just turned 30,000.
I would have thought it more probable on a 130k mile version.
Thanks for your input. I do appreciate and will look into it.
Cheers
jimmy
#78
#79
#80
Nope, no suggestion is a bad suggestion.
Totally valid idea.
On the live data code reader the vehicle speed is within 2 MPH of indicated.
I just drove the truck 120 miles on open highway to deliver an exhaust I was selling.
I had alot of time to stare at the code reader (trying not to drive off the road)...
I think my problem may lie in bank 1.
My LTFT of Bank 1 were consistently double the reading of Bank 2 (ex B1 -6.2 / B2 -3.1)
Thats my next place to concentrate...
Totally valid idea.
On the live data code reader the vehicle speed is within 2 MPH of indicated.
I just drove the truck 120 miles on open highway to deliver an exhaust I was selling.
I had alot of time to stare at the code reader (trying not to drive off the road)...
I think my problem may lie in bank 1.
My LTFT of Bank 1 were consistently double the reading of Bank 2 (ex B1 -6.2 / B2 -3.1)
Thats my next place to concentrate...
#81
FIXED,,, finally.
Resolution (in my case) - Dead or Clogged cat.
I'm not sure what makes cats die, but mine was clogged.
My truck is back to running fantastic again.
Calculated Load 18% at idle, fuel trims virtually identical.
Now that its mechanically sound, I cant wait to do the 5 Star Y pipe and tuner.
I'm SOOOOOOO happy.
I must admit I was really ready to trade it in on a 6 speed 6.2.
My old truck is back, it feels so awesome to actually wind it out at WOT again.
I almost forgot how much juice these V10s have.
Hope this thread helps someone in the future.
Resolution (in my case) - Dead or Clogged cat.
I'm not sure what makes cats die, but mine was clogged.
My truck is back to running fantastic again.
Calculated Load 18% at idle, fuel trims virtually identical.
Now that its mechanically sound, I cant wait to do the 5 Star Y pipe and tuner.
I'm SOOOOOOO happy.
I must admit I was really ready to trade it in on a 6 speed 6.2.
My old truck is back, it feels so awesome to actually wind it out at WOT again.
I almost forgot how much juice these V10s have.
Hope this thread helps someone in the future.
The following 2 users liked this post by Jimmy Pet:
#82
A partially plugged catalytic converter can feel exactly like a fuel delivery problem.
An easyish way to check that is to unbolt the flange where the Y pipe connects to the rest of the exhaust system and move it out of the way. Roadtest it and see if there's any difference.
A plugged or partially plugged converter can cause LTFT, STFT and MAF readings to be incorrect.
An easyish way to check that is to unbolt the flange where the Y pipe connects to the rest of the exhaust system and move it out of the way. Roadtest it and see if there's any difference.
A plugged or partially plugged converter can cause LTFT, STFT and MAF readings to be incorrect.
Thank you!!!
This is what it was, clogged cat.
Truck is running awesome again.
Cheers
jimmy p
The following 2 users liked this post by Jimmy Pet:
#84
#86
Mine was completely 100% not passing any light.
We then hooked a shop vac up to one end and it loaded the shop vac down as soon as we turned it on.
We A-B'd it and it was definitely loading the shop vac down.
We then took it for a ride with the exhaust unhooked and a passenger with a better Snap On Solus(?) scanner.
100% night and day difference.
Truck was back to normal.
To me it was completely definitive.
Now, I dont know what caused it to happen, time, corrosion, nesting varmints,,,???,,, but its fixed now and running awesome.
It will pull hard at WOT until I run out of road.
It has not seen the north side of 2800 RPM since August,,, and now its completely back to running like an animal.
Thanks to all you guys who offered help, suggestions, your readings, your experience and moral support.
I REALLY appreciate it.
Mike I'll be callin' ya tomorrow.
Cheers
jimmy
#88
#89
My Innova does not match the readings of the snap on.
Its close, but the Snap On seems to have detected a much larger change than the Innova.
The Snap On seems more sensitive.
It has a PCB "key" that snaps into the dongle that seems to be somewhat specific to the vehicle year or brand.
I'm not sure which, my friend was assisting me and its his machine.
I think that may allow it to get more accurate readings?
Not sure but I do know they dont match 100%.
I assume his cost much more and is a professional mechanics tool, our innova is likely more a shadetree level tool I would guess just going by comparing the costs of the two units.
In any case it was the Innova that allowed me to hunt down the problem.
I am 100% happy with my purchase and looking forward to having it for the future. I dont think a hobby mechanic can (should) own an OBDII vehicle without a scanner with live data in the toolbox.
cheers
jimmy