Inspection tips for chain-driven water pumps
WD-40 Gearbox Disk Bolt Tip (Video)
PPG adds online training on commercial vehicle painting technology
Inspection tips for chain-driven water pumps
WD-40 Gearbox Disk Bolt Tip (Video)
PPG adds online training on commercial vehicle painting technology
Sponsored by Bolt On Technology
Imported cooling system solutions and maintenance
Sponsored by CRP Automotive, the company brings you REIN cars
Have you noticed that many European cars and SUVs no longer have the coolant replacement intervals listed in the service information? This may be because the cooling system needs to be repaired or replaced before this interval. It can be a hose, a plastic connector or a water pump. Your store has options. Some replacement parts may be better than original parts. When dealing with the complexity and longevity of today's vehicles, these parts can create a win-win situation for your store and customers.
These solutions can simplify maintenance and prevent future failures. In a 45-minute webinar sponsored by CRP Automotive, the company that brought you Rein Automotive, we will introduce six common cooling system repairs for BMW, Audi and Volkswagen. These repair solutions will cover more than 6 million cars on the road today.
Speaker Andrew Markel, Content Director David Hirschhorn, Brand Management Director
Sponsored by CRP Automotive, the company brings you REIN cars
Underhood Service’s goal is repair shops, where 50% or more of its revenue comes from the service and repair of under-hood systems. The increasing knowledge and capital required to keep up with technological advancements has prompted these shopkeepers to focus on under-hood systems while also providing preventive maintenance services for most major vehicle systems. By subscribing, you will receive the ShopOwner digital magazine (12 times a year), which contains articles from the Underhood Service and Underhood Service e-newsletters (twice a week). Today is ready for you to access digital editions, competitions, news and more!
Underhood Service’s goal is repair shops, where 50% or more of its revenue comes from the service and repair of under-hood systems. The increasing knowledge and capital required to keep up with technological advancements has prompted these shopkeepers to focus on under-hood systems while also providing preventive maintenance services for most major vehicle systems. By subscribing, you will receive the ShopOwner digital magazine (12 times a year), which contains articles from the Underhood Service and Underhood Service e-newsletters (twice a week). Today is ready for you to access digital editions, competitions, news and more!
ByUnderhood Service Staff Writers on Mar 31, 2021
High temperatures under the hood, increased power demand, and vibration can damage the alternator or starter. Sponsored by ACDelco.
Don't settle for "almost"-the location of the engine's manufacturing or remanufacturing is important. Sponsored by ACDelco.
The brake pads have been thoroughly developed to produce the best results. The video is sponsored by ZF Aftermarket.
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The main reason for Honda's complaints related to low oil pressure is the oil level.
Almost every engine lubrication system, including Honda's, is theoretically the same. The oil pump generates pressure, and the oil is sent to the oil passage and then flows back to the oil pan. However, in practice, it is much more complicated. The oil system actually manages the controlled leakage into the oil pan.
The main reason for Honda's complaints related to low oil pressure is the oil level. If the oil level is low, the oil absorber may be exposed and suck in air. The oil level is usually related to fuel consumption issues. These problems include valve seal leakage and piston ring problems. Another problem is that customers do not regularly check their oil levels.
Oil pumps produce more pressure and volume than needed. The excess volume and pressure are discharged back to the oil pan through the safety valve. Old oil pumps are usually worn, with sloppy internal clearances and reduced output. The wear between the gear and the housing provides a leakage path that may hinder the pump's ability to generate normal volume and pressure. Although the oil pump failures of Honda in-line four-cylinder engines and 3.5-liter V6 engines are rare, they have occurred on some high mileage Honda engines.
The oil pump should be the first point of inspection and diagnosis. Honda usually places its oil pressure sensor between the bottom of the engine and the camshaft.
The oil pressure data PID can be used to check the pressure output. Some engine information will not be pressed on the scanning tool; these engines have only one switch, which will turn off when sufficient oil pressure is generated when starting.
Using an external oil pressure gauge is the only way to determine whether the oil pump is healthy. When idling, the pressure should be around 10 psi. At 3,000 rpm, the pressure of 3.5L V6 should be approximately 70 psi. For a four-cylinder engine, the pressure specification at 3,000 rpm can vary from 35 to 65 psi, depending on the displacement and model year.
The oil filter on Honda engines is called a full-flow filter and is located after the oil pump. In most Honda automotive applications, it is a spin-on canister filter. There is a bypass valve inside the filter that allows oil to bypass the filter medium if the filter medium is blocked. The filter also has an anti-return valve to prevent oil from being sucked back into the oil pan when the engine is not running.
If the filter is in bypass mode, the oil will not be filtered. This can damage the engine and cause the filter of the variable valve timing system to become clogged.
If the anti-return valve fails, it may delay the oil reaching the top of the engine and the camshaft actuator and oil control valve when the engine is started. When the engine is started for the first time, this will cause noise from the lifter and actuator.
Honda 3.5L V6 uses a chain to rotate the oil pump. It has a tensioner driven by oil pressure. The timing chain of the four-cylinder engine uses an oil-powered tensioner. If the tensioner leaks or the pressure is too low, the chain will cause noise.
As with all engines, oil is used to lubricate bearings and connecting rods. Oil is also used to cool the piston. The nozzle is located at the bottom of the cylinder. The nozzle sprays oil on the back of the piston. The oil helps remove heat from the piston and lubricate the cylinder wall. If the fuel injection nozzle is blocked, it may cause hot spots on the piston surface. This can cause knocking, pre-ignition and carbon deposits on the piston.
If the bottom of the engine does not get enough oil pressure, it is easy to diagnose through the knock of the connecting rod.
The oil is pumped into the cylinder head, which then supplies oil to the rocker shaft, camshaft, and variable valve timing system.
On new Honda engines equipped with direct injection engines, the oil will be pumped to the cam that powers the high-pressure fuel pump. If the oil does not lubricate the cam and follower, it will damage the camshaft and reduce the amount of pressure the pump can produce.
Honda uses hydraulically driven actuators to move the camshaft of the variable valve timing system. The oil pressure is supplied to the oil control solenoid valve that controls the movement of the camshaft.
Since the engine management system cannot measure the pressure supplied to the oil control solenoid valve, it will check the position of the oil control solenoid valve and the movement of the actuator to determine if there is enough oil pressure to reach the variable valve timing system. If the movement of the oil control solenoid valve does not result in the desired camshaft position, the engine control module will set a code.
The most common code for a camshaft stuck in the fully forward position is DTC P1009. If the oil control solenoid valve does not provide enough oil pressure, it will cause P1009. The camshaft advances because there is not enough pressure to resist the force of the camshaft lobe pushing the valve down.
The oil control valve has a filter to filter the oil. The mesh filter captures the large particles in the oil before they reach the solenoid or actuator. The filter can be repaired or replaced.
On the side of the oil control solenoid valve is another filter, which can catch large pieces of debris if the filter fails.
When trying to solve the possible low oil pressure of Honda engines, we must first adhere to the basic principles. The first check is to use a dipstick. Secondly, look at oil. Honda owners often use the wrong oil viscosity when refueling at gas stations. Once these foundations are covered, start moving from the pump to the variable valve timing system.
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