This is a capture of a bad starter where the brushes are not staying in contact with the armeture.
#starter, #Honda, #high, #amps, #probe
Saturday, January 11, 2014
Customer reports the starter cranks slowly at times
Here is a capture of the system voltage and the battery current with a high amps probe.
Based on this capture what is wrong with the car?
This is a capture of a bad starter where the brushes are not staying in contact with the armeture.
#starter, #Honda, #high, #amps, #probe
This is a capture of a bad starter where the brushes are not staying in contact with the armeture.
#starter, #Honda, #high, #amps, #probe
Saturday, January 4, 2014
Engine Rebuider Magazine Article
Here is an article that deserves some feedback.
http://www.enginebuildermag.com/2013/12/time-in-a-bottle-reasons-behind-changing-engine-oils/?utm_source=EB+Newsletter+-+Subscribers&utm_campaign=25d0280803-enginebuilder+newsletter&utm_medium=email&utm_term=0_6ca466f60c-25d0280803-83615821
Over the last four to five years there has been a lot of effort put into helping techs learn about and understand the changes in the engines and emissions systems in todays cars, and the oils that are engineered to protect them. Prior to that this article would have come and gone and just about all of us would have not thought twice about it. But thanks to efforts and information shared by Kevin McCartney via training classes and in the iATN top techs know that this article is very short on the facts today. ILSAC was formed by the oil companies to try and please the manufacturers. It has always been an extension of the API. The article failed to mention ACEA which is controlled by the manufacturers.
The author spent a few moments mentioning GM's dexos1 specification. What the readers need to know is that if it really isn't getting traction in sections of the market that is a reflection on the lack of training that has been taking place on this subject. That is a real trade problem and what makes that worse is this article is working towards placating that group into thinking they are still doing right by their customers, in short they are not.
Catalyst and O2 sensor degradation from additives is not only well documented there is a reason why a lot of the O.E's put cores on replacement catalysts today. Its not so that they get to recover the materials in them. They are doing it to measure the contaminants and from there can literally prove if the vehicle owner was having the car serviced correctly or not. It has been suggested that contamination of a catalyst may become grounds to deny an emissions warranty replacement if this kind of damage is proven.
In the end the authors perspective appears to still be rooted in the technology and understanding of the 60's-80's that most of us had. He like many of us has failed to keep pace with the changes that have occurred and needs to get back into a classroom and then re-write this article.
http://www.enginebuildermag.com/2013/12/time-in-a-bottle-reasons-behind-changing-engine-oils/?utm_source=EB+Newsletter+-+Subscribers&utm_campaign=25d0280803-enginebuilder+newsletter&utm_medium=email&utm_term=0_6ca466f60c-25d0280803-83615821
Over the last four to five years there has been a lot of effort put into helping techs learn about and understand the changes in the engines and emissions systems in todays cars, and the oils that are engineered to protect them. Prior to that this article would have come and gone and just about all of us would have not thought twice about it. But thanks to efforts and information shared by Kevin McCartney via training classes and in the iATN top techs know that this article is very short on the facts today. ILSAC was formed by the oil companies to try and please the manufacturers. It has always been an extension of the API. The article failed to mention ACEA which is controlled by the manufacturers.
The author spent a few moments mentioning GM's dexos1 specification. What the readers need to know is that if it really isn't getting traction in sections of the market that is a reflection on the lack of training that has been taking place on this subject. That is a real trade problem and what makes that worse is this article is working towards placating that group into thinking they are still doing right by their customers, in short they are not.
Catalyst and O2 sensor degradation from additives is not only well documented there is a reason why a lot of the O.E's put cores on replacement catalysts today. Its not so that they get to recover the materials in them. They are doing it to measure the contaminants and from there can literally prove if the vehicle owner was having the car serviced correctly or not. It has been suggested that contamination of a catalyst may become grounds to deny an emissions warranty replacement if this kind of damage is proven.
In the end the authors perspective appears to still be rooted in the technology and understanding of the 60's-80's that most of us had. He like many of us has failed to keep pace with the changes that have occurred and needs to get back into a classroom and then re-write this article.
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