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April 2006 newsletter LTS Summer Series Training
At long last, we finally have details on our up-coming Summer Series of training classes to be held here at
our shop on Gasoline Alley. Listed below are class dates, instructors & bios, class topics and class descrip-
tions. To register, please call Susan at: 317-487-9460 or toll free at: 888-809-3835. These classes will be
limited to the first 24 students to register, so dont wait! Prices (per technician) are as follows:
Single Class, $275 2 Classes $500 Buy all 3 classes for: $700
**Special Offer: Purchase all 3 classes PLUS the annual LTS Conference for only $899!
June 27: Ford Overview
Class Description: This 8-hour class will include: How to read Ford wiring diagrams, How to follow pin-
point tests and not get fooled, How to use Ford OBDII operation model year summaries,
Maintenance and Engine repair must know information that most Ford dealership techs
dont even know, Electronic analysis procedures for automatic transmissions, an overview of
the CVT, an overview of the Escape Hybrid, Air Suspension and Active-Trac and if time per-
mits, some general Ford Diesel information will be discussed.
Taught By: Mark DeKoster is an Assistant Professor at Ferris State University in the Auto-
motive Service Program. Mark is L1 and Master ASE certified. Prior to coming to Ferris
University in 2004, he was a Service Training Instructor for Ford Motor Company and has
also been a trainer for Snap-On. His field experience includes several years as a team leader
in a Toyota store as well as time spent as a Service Director for a multi-line GM store.
July 25: GM Update
Class Description: These systems for GM powertrain have rolled out in the last few years:
GMLAN (CAN) Data Bus, Throttle By Wire Systems, GMs Exhaust Cam Phasing, Dis-
placement On Demand (DOD), Compression Sensed Ignition, Flat Response Knock Sensors,
Regulated Voltage Control (RVC), E-85 Alternative Fuel Vehicles, Electro-Viscous Con-
trolled Fan Clutches, Resistance Calculated Oxygen Sensor Heater, Temperature (RCOHT).
Are you ready for them to roll into your shop?
Taught By: Dave Hobbs is a 30-year ASE certified veteran of the automotive world and has
spoken for OEMs, ASA, MACS Worldwide and Automotive Video, as well as being a past speaker at the
Annual Linder Technical Services Technician Conference.
August 29: Chrysler Update
Class Description: Details on this class are still being put together, but this 8-hour day will concentrate on
whats new in Chrysler Powertrain and Body Controls as well as information on the latest in suspension, air
bag and A/C Diagnosis. While the independent shop may not have seen some of these newer systems, it will
give the technician an idea of whats coming to their service bay in the very near future.
Taught By: Currently, this class will be taught by Jim Linder and Doug Garriott with the possibility of a
manufacturer rep joining us for part of the day.
APRI L
2006
Networking

N e w s l e t t e r
L I N D E R T E C H N I CA L S E RV I C E S P
AGE
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I had no idea how many people actually read our newsletters until I left this case study unfin-
ished last month. I have been getting 3-5 e-mails every day since the last newsletter asking
me to tell them what the fix was for this car. So, here we go.
When we left off last month, I was working on a 1996 Pontiac Sunfire that runs rich, idles rough and stalls.
Through a TSB search on Motoralldata.com, I found a recall about corrosion in the PCM connectors, so I was
just about to take all the connectors off, pull the PCM out, retrieve the service# and call the local parts store to
order one. As I pulled on the 2nd connector, I noticed that something was moving. The PCM seemed loose?
Another tug confirmed that PCM wasnt loose, it was still firmly mounted, but the box that the PCM was
mounted to was loose. As I peered through the right front wheel well, I could see that the EVAP canister shared
the same mounting box and it appeared that all the bolts holding the box to the frame of the car were broken or
missing. In fact, the only thing holding the PCM and the EVAP canister inside the car were the hoses connected
to the top of the canister! What a mess! Without a lift, this wasnt something I wanted to try to repair. I decided
to take a break for a few minutes, looked over my notes from everything I had tested so far and decide what I
wanted to do. My list of problems was mounting: 1. Known bad #1 injector. 2. Corrosion in PCM connectors
and possibly PCM 3. Problem with mounting bracket for PCM & EVAP canister. 4. Scan data readings that
just dont make sense. Remember when I unplugged the ECT, my MAP voltage went to 0 and kpa dropped
from 77 to 10. I looked back at my strange scan data readings. I didnt understand why the MAP voltage was
effected by unplugging the ECT. As it turns out, I printed a wiring diagram for the car earlier while I was
searching for TSBs. (Courtesy of MotorAlldata.com) After finding the recall regarding the corrosion in PCM,
I got side-tracked and never went back to look at the diagram to see if I could find a relationship between the
ECT and MAP sensor readings. Now seemed like the perfect time to take a look at the wiring diagram.
Analysis from the Sleuth, Michele Winn N
E TWORK IN G
P
AGE
3
Analysis from the Sleuth,
(Cont. from Page 2)
It didnt make sense to me that unplugging the ECT sensor would make me lose my MAP sensor 5 Volt refer-
ence. Maybe it was a ground problem or problem at the splice (S106) and the MAP sensor was getting its
ground from the ECT? I was confused. I decided to get back underneath the car and look at the connectors
again. With all the PCM connectors disconnected and dangling down, I could see that the black convoluted
loom and electrical tape was missing in several places on the wiring harness. Judging from the buildup of dirt
and grime, it seemed like the wires had been exposed for a long time. As I
stripped back the remaining loom and tape and separated the wires, I found 2
wires that had been rubbed almost completely through! One was a gray wire
(all that was left was the insulation) and the other was an orange wire w/ black
tracer. I could only see one strand of wire left inside of that one. (See picture
to the right) Looking back at my wiring diagram, it turns out that the sensor
ground for ECT and MAP sensors was orange w/ black tracer and the 5V refer-
ence wire for the MAP sensor was gray. Could it be?! I went to tell Doug
what I had found. He volunteered to solder in some new wires for me. You
know how certain people enjoy doing certain things? Well, soldering is not
one of my favorite tasks. Especially not when Im laying on my back and the
hot solder is running down into my arm pit. I gladly accepted his offer. Of
course, as a good friend, I kept him company while he was working and took
another good look at the rest of the wires. I noticed one more wire that
looked suspicious. The insulation was still intact, but it had been bent at such
a severe angle that it looked like the wires inside might be broken in half.
(See picture to the right) Im sure youve seen wires like this before. Even
when you try to straighten the wire out, it still has a bulge where the bend
used to be. I decided since Doug was already soldering, it would be a good
idea to repair that wire as well, just in case. Turns out it was the signal wire for the Crank Sensor, so Im glad
he took care of it. Before reconnecting the PCM, I cleaned all 3 connectors (per the recall service procedure).
Even with the wiring repairs complete, I still wasnt sure if that would fix the problem. I decided to simply
check KOEO data again to see if there had been a change. Sure enough, youll see by the readings below that
everything appeared to be back to normal.

Before Repair W/ ECT Unplugged After Repair
ECT 7 degrees -40 degrees 80 degrees
IAT 95 degrees 93 degrees 78 degrees
MAP 77 kpa 10kpa 99kpa
MAP 3.54V 0.0 V 4.99 V
Just because the scan data was fixed, it still didnt mean the car was fixed. It wouldnt be the first time I
chased a problem trying to fix the scan data readings, only to find it made no difference in the actual problem.
With spark plugs cleaned, ECT plugged in and injectors re-connected, I hit the key. It started without a hitch
and idled great! Of course, there are still a few issues with this car, but its hard to justify the expense of re-
placing fuel injectors