Service Slants

Ford/Ford Truck

Ticking noise from left cylinder head. Some 2005-07 Ford cars and trucks (build date on or after 1/17/06) with the 3.0L DOHC Duratec V6 may produce a ticking sound from the left bank cylinder head after the engine reaches operating temperature. Ford says the noise occurs only on engines with cam-driven water pumps, is usually limited to the area around the No. 6 cylinder and is most likely the result of an improperly torqued exhaust camshaft, loosening and retightening the exhaust cam cap bolts while preloading the No. 4 cam cap using a special procedure should eliminate the ruckus in a heartbeat. Here's the drill:

Start by running the engine to normal operating temperature. Once you hear the ticking sound, use a stethoscope to verity that the noise is indeed coming from the vicinity of the No. 6 cylinder. If it is, shut the engine down and remove the left-side valve cover. Next, turn the engine clockwise by hand until both exhaust cam lobes for the No. 6 cylinder are pointing straight up (valves fully closed). Now remove all the exhaust cam caps and reinstall them with the bolts fingertight. Using the illustration at right, torque all the cam caps with the exception of the No. 4 cap (4L) in the sequence shown to 72 in.-lbs.

Now it's time to preload the No. 4 cam cap. Begin by getting two flatblade screwdrivers. Position the screwdriver tips on both sides of the No. 4 cap as shown. Now apply pressure with the screwdrivers until the cap shifts all the way toward the exhaust side of the cylinder head. While holding the cap in this position, torque the inboard bolt first to 72 in.-lbs., followed by the outboard bolt to the same spec. To complete the fix, reinstall the valve cover, then start the engine to verify that the ticking noise has been eliminated.

Vehicles that are prone to the noise and can benefit from the above remedy are 2005-07 Ford Five Hundreds and Freestyles and Mercury Montegos; 2006 Ford Fusions, Mercury Milans and Lincoln Zephyrs; and 2006-07 Ford Escapes and Mercury Mariners.

Dodge Truck

MIL on, catalyst efficiency codes stored. Some 2005 5.7L Ram Trucks built on or prior to 6/1/05 may turn on the MIL and store catalyst efficiency DTC P0420 or P0430. Dodge has come up with a two-pronged repair approach to solve the problem: Replace the downstream O2 sensor with a new-design part, then reflash the PCM with new software files using a DRB III to accommodate the design change in the sensor.

The upgraded "exhaust sniffer" goes by Part No. 56029049AA for 1500-series trucks, 56029050AA for 2500/3500-series trucks. You'll find the new flash files on DealerCONNECT via the Internet. After the reprogramming job is complete, don't forget to fill out an Authorized Modification Label and affix it near the VECI label.

GM

Stumble, hesitation, possible MIL illumination. Some 2005-06 Bnick Rendezvous and Terraza, Chevy Uplander and Pontiac Montana SV6 minivans with the 3.5L (VIN L) engine may stumble or hesitate at high engine revs (5400 rpm and above). The problem usually surfaces just before an upshift, and may be severe enough to turn on the MIL and store random misfire DTC P0300 in computer memory. According to GM, good, old-fashioned valve float is the likely cause for all the symptoms. Installing new-design, beefier valve springs (Part No. 12599294, complete set of 12) should alleviate the condition immediately. Figure about 5.4 labor hours to complete the parts swap.

Mitsubishi

Power seat troubles. The driver's power seat on 2004-06 Endeavors and Galants, as well as 2006 Eclipse models, may not adjust properly or at all. A bent or broken seat adjuster drive cable is the most likely cause of the trouble, says Mitsubishi. Installing a brawnier, new-design drive cable (Part No. 6922A002) should restore proper adjustment function and prevent future headaches.

Before installing the new cable, make sure the front of the driver's seat is aligned with the front of the passenger seat. If it's not, try tapping the switch to bring the seat into alignment. Now, get yourself a locking pliers, reach under the seat and loosen the compression nuts on both ends of the defective drive cable. Pull the cable toward one side of the seat, then remove it.

Continue the parts swap by inserting the new cable into the seat's drive motor. Now bend it slightly and install the other end of the cable into the channel on the other side of the seat. If you have trouble, try tapping the power seat switch to align the cable end. Next, slide the two compression nuts to the outer ends of the cable and handtighten them. Then use the pliers and tighten each nut a quarter-turn more. To complete the repair, push the power seat switch forward and back to confirm that the adjustment function is operating properly.

Ford Truck

Shift complaints with cruise control on. Drivers of 1999 F-Series Super Duty pickups with the 4R100 automatic transmission may complain of shift difficulties when the cruise control system is activated. Among the comments you might hear are that the transmission hunts when attempting a 3-4 upshift or 4-3 downshift, or that the box won't perform a 3-4 shift at all whenever the en use system is on.

Problems in the PCM strategy are the root cause of the shift complaints, says Ford. Reprogramming the module with updated software is the fix. Here's a list of vehicles susceptible to the problem, as well as the calibrations needed to get them straightened out:

Mazda

SRS recall. Mazda wants you to be aware that some 2006 Miata models have been recalled for problems with the supplemental restraint system (SRS). In very cold temperatures, the bolt attaching the horn assembly to the steering wheel hub could fracture when the air bag deploys in a collision. The horn assembly may then separate from the hub and project outward, injuring the driver. Miatas affected by the recall are those built between 12/22/05 and 2/15/06. Ma/da dealers will replace the existing driverside air bag module with an updated design.

GM

ATF leak. Some 2006-07 GM cars and trucks with the 4L60-E or 4L65-E automatic may leak transmission fluid. CM says the leak is usually quite small, emanates at the bellhousing-to-engine interface and may be, attributed to sharp burrs on the torque converter hub oil pump drive slots cutting into the front pump seal. Removing the converter, filing the burrs smooth and replacing the front seal (Part No. 24202535) should produce a lasting solution to the leakage issue.

To make the diagnosis a lot easier, GM suggests adding a good-quality trace dye to the tranny fluid, driving the vehicle awhile to allow the dye to circulate, then hitting the bellhousing with an ultraviolet inspection lamp. Seeing a dye trace dribbling down where the bellhousing meets the engine clues you in that the pump seal needs to be swapped out.

The following vehicles are susceptible to the leakage:

2006 Buick Rainier; Cadillac Escalade, Escalade ESV & Escalade EXT; Chevy Colorado, Corvette, Express, Silverado, SSR & TrailBlazer; GMC Canyon, Envoy, Savana & Sierra; Pontiac GTO; HUMMER H2 & H3

2006-07 Chevy Avalanche, Suburban & Tahoe; GMC Yukon

2007 GMC Yukon XL

Chrysler

Ticking noise on start-up. Some 1998-2004 3.2 and 3.5L Chrysler V6s built before 3/31/03 may give off an annoying ticking sound from underneath either valve cover. According to Chrysler, the noise occurs typically on cold start-up, lasts for only several seconds and is most likely the result of excess clearance between the camshaft and exhaust rocker arms. Replacing the exhaust rocker swivel pads and swivel pad retainers with updated parts from a new kit (Part No. 05135237aa) should eliminate the ticking noise permanently.

Vehicles that are susceptible to the trouble and can benefit from the beefed-up valvetrain parts are 1998-2004 300M, Concorde, Intrepid & LHS models; 1999-2002 Prowlers; and 2004 Pacificas.

Dodge Truck

Mysterious oil leak. Some 1999 Ram Vans, Dakotas, Ram Trucks and Durango SUVs with the 3.9 or 5.2L engine may produce an oil leak that's particularly difficult to pin down. According to Dodge, the oil seepage may mimic a rear main seal leak, a leaking oil pan gasket, a leak at the rear seal of the intake manifold or a leaky oil filter gasket. Actually, says Dodge, the leak is most likely emanating from the joint between the oil filter adapter plate and engine block, and a bum adapter plate gasket is the likely culprit. Installing a new-design, more durable gasket (Part No. 53020461AB) should put un immediate end to the leakage drama.

Start the job by looking for a round green label on the front portion of the passenger-side valve cover. If you see the label, the updated adapter plate gasket has already been installed; continue searching for the leak site. If no label can be found, get the truck up on a lift and remove the oil filter, filter connector, adapter plate and adapter plate gasket. Next, clean up the adapter plate and engine block sealing surfaces, then install the new adapter plate gasket, the adapter plate and connector. Torque the connector to 50 ft.-lbs. To complete the repair, spin on a new oil filter, drop the truck, adjust the oil level, start the engine and check for leaks. If everything's cool, shut the engine down and put a dab of white paint on the drivers-side valve cover, indicating that the upgraded adapter plate gasket has been installed.

Nissan

Chirping or squealing noise from underhood. Some 2005-07 Xterras, Pathfinders and Frontier pickups with the 4.0L VG engine (build date prior to 9/27/06) may produce an obnoxious chirping or squealing sound from the engine bay.

According to Nissan, the noise usually occurs at first start-up in the morning, especially in cold or damp conditions, or after extended run times of an hour or longer. Drive belt slippage is the root cause of the noise. To eliminate the racket, Nissan has come up with a revised belt and automatic belt tensioner. Order Part No. 11720-EA200 for the belt, 11955-EA20A for the tensioner.

Acura
ABS and TCS lights on, multiple codes stored. Acura reports that 1999-2000 3.2TL models can turn on the ABS and TCS warning lights on the dash simultaneously. Among the codes you might see on your scanner display are TCS DTCs 28 and 81, and ABS DTCs 52, 53, 54 and/or 81. Water intrusion into the brake modulator connector is the likely cause for illumination of both warning lights. Drying out the connector is the proper fix.

To start the job, depress the lock tab on the connector lever, then push the lever outward until it snaps into place. Now disconnect the connector from the modulator. Using a blow gun, shoot compressed air into the connector cavity for several seconds until the electrical terminals are good and dry. Next, pack the cavity with a thin coat of lithium-based dielectric grease (Part No. 08798-9001 or equivalent). To complete the repair, plug the connector hack into the brake modulator, clear the DTCs, then take to the road to verify that the ABS and TCS lights stay off.

GM Truck

Noise during warm-up. Some 1996-2004 Chevy Astro and GMC Safari vans may produce an obnoxious booming sound that resonates into the passenger compartment during engine warm-up. The most likely cause of the noise, says GM, is the abnormal frequencies that set up in the exhaust system as it heats up and expands during the warm-up cycle. Installing a specially designed exhaust dampener assembly (Part No. 15047524) onto the catalytic-converter pipe should quell the noise in a hurry. In addition to the dampener, you'll need three Me-in.-thick flat washers (Part No. 11509161) and a lock washer (Part No. 11500046).

Start the job, naturally, by getting the van on a lift. Position the dampener so its weight Ls facing forward, then install it onto the cat pipe about 4 in. forward of the output flange. Hand-tighten the clamp nut and weight while holding the dampener in position. Now grab the three flat washers and install them between the top of the dampener and heat shield. To complete the fix, install the lock washer and jam nut, torque the clamp nut and jam nut to 22 ft.-lbs., lower the truck and start the engine to verify that the noise is gone.

Saturn

Front end noise. Some 1997-98 Saturn LS models may produce a creak, squeak or pop from the front suspension when driven over rough roads or under slow-speed braking. One probable cause for the noise, says Saturn, is a front coil spring riding up on the lower spring seat of the strut. The problem can occur on one or both sides of the vehicle.

To make a definitive diagnosis, get on the road and confirm that the noise is present under the conditions noted. If it is, try to determine which side of the vehide it's coining from. Next, get back to the shop and have one of your fellow techs rock the suspension while you put your hand on the coil spring on the offending side. If you don't hear the noise and/or feel a vibration through the spring, look elsewhere for the problem. If you do hear a creak, squeak or pop or get the bad vibes, put the car on a lift and poke around. What you'll most likely find is that the end of the coil spring is butting against the coil above it.

To fix the problem, place a brass drift against the end of the spring and give it a good whack with a hammer. Continue until the end of the coil spring is at least ¼ in. from the end of the seat ramp. Once it's there, repeat the procedure on the other side of the vehicle, if necessary, and you're done with the repair.

Jeep

Noise from steering column. Owners of 2005 Grand Cherokees may complain of an annoying clicking sound from the steering column when the wheel is turned left or right. Jeep says one likely cause of the noise is abnormal contact between the cancel cam and turn signal lever.

Start your diagnosis by centering the steering wheel. Now turn it 180° to the right and back to center. Repeat the drill by turning the wheel 180° to the left, then back to center again. If you hear the noise, repeat the entire routine, only this time with your hand planted on the him signal stalk. If you feel a vibration through the stalk when turning the wheel, that's your cue that the cam is contacting the turn signal lever and needs to be replaced.

Start by disconnecting a battery cable. Now wait a minimum of two minutes to allow the air bag capacitor to completely discharge. Next, center the steering wheel, remove it and install a drift into the hole in the column to prevent the air bag clock spring from rotating. Remove the damaged cancel cam and replace it with an upgraded design (Part No. 051143321 AA). Now remove the drift and reinstall the steering wheel using a new bolt (Part No. 06505656AA). To complete the repair, reconnect the battery cable, start the engine and turn the steering wheel to the left and right to confirm a successful fix.

Copyright Hearst Business Publishing Mar 2007
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