Testing trouble codes is easy. This is a basic how to, on checking trouble codes. All codes supplied here are for pre OBD-2 cars (1996), newer cars can be checked at autozone for free! First turn key forward but don’t start. If you know where the diagnostic plug is, you can use a paperclip to check the codes by jumping the top right (usually) two wires in the plug. GM-bottom of dash. Turn your ignition key forward, codes will flash on the check/ service engine soon light. The code will come up three times then alternate to the next error code, don’t worry about the first code 12. The car ignition is off = 12. A code of 13 will look like this 0 = flashes 0_000, 0_000, 0_000 (larger pause) then will alternate to the next code. Dodge, turn the ignition switch on and off twice, then turn forward (do not start engine) and keep it there. Check engine light will also be used for Dodge vehicles. Dodge codes work same as GM. Ford-under hood and find diagnostic plug labeled EEC Test. Use a jumper wire to connect the single external plug to jump to the main 6 prong plug. Look at the plug with the row of four at the bottom, next look at the next row of two on top.
Setting the timing on a vehicle is a simple task. First you must know what the manufacturer’s spec is for the stock timing. This information is usually under the vehicle’s hood. Many vehicles have their ignition timing set somewhere between 6 and 12 degrees advanced. Advanced ignition means that the spark that occurs in the cylinder happens earlier before the piston reaches top dead center. After you know what the timing spec needs to be you will need a timing light. Connect the timing light up to the battery or power source that it uses first. Next connect the clamp over the number one spark plug wire, which obviously runs to the #1 cylinder. This should also be marked on your distributor. If your distributor has a vacuum line running to it, remove the vacuum line and plug it so that it doesn’t suck in air. If this line is not plugged, the timing reading can be incorrect as the timing may be advanced slightly. The next thing you will need to do will be to locate the timing mark usually high-lighted yellow on the end of the engine or dampener.
Rotary engines have the ability to make large power gains through tuning. One of the most important aspects of rotary tuning is rotary exhaust. Rotary engines produce very strong hot pulses of air. The strong exhaust pulses can be used in a manner similar to two stroke exhaust tuning. The exhaust can be tuned to scavenge the intake air into the engine causing a filling of air into the intake side. The intake air is trying to fill the vacuum of where the exhaust has left. Racing headers from companies like racing beat and mazdaspeed can bring large improvements in power. Muffler and larger tubing mandrel bent exhausts can also largely improve the power of a rotary engine. Rotary exhausts should not be cheap normal exhausts. The increased temperatures and pressures of the rotary exhaust will quickly break or destroy a normal exhaust. The preferred exhaust systems will be larger gauge (thicker) and best made of stainless steel. Even the mufflers are made thicker and welded better. Horsepower gains will vary on regular and turbocharged cars but will be substantial on both types of vehicles. Some rotaries may experience over 10% power increases! This is the first place to look for performance in a rotary powered vehicle.
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The idle air control is used to adjust idle speed on electronic fuel injected cars. Back before electronic fuel injection was used, carburetors would use a screw to adjust the throttle plates. The more the throttle plates were open the more air and the higher the idle would go. Fuel injected cars use a throttle body to control the air coming into the engine. The idle air control allows air to enter the engine instead of holding the plates open.
Small engines are very touchy with their tuning. EPA regulations have made small engines run much leaner than they have had to in the past. This will make the engines run cleaner and be more fuel efficient, but generally don’t run as well. Also if the carburetor has any build up in it the engine will be too lean and will surge. To compound the problem most new carburetors are non adjustable due to EPA regulations. Most small engine carbs have a high speed and low speed circuit to control the fuel. When you hear an lawn related engine surging it is almost always lean. If the engine is older, the carb screws on it’s side may be adjustable. You need to locate the main circuit or high speed screw that usually has the letter H along side it. This screw is a fuel control screw that will have a spring under it. As you turn the screw out it delivers more fuel to the engine. Don’t turn the screw more than 1/8 of a turn at a time then wait a few minutes before changing again. The engine should smooth out and the setting should stay there.
Oil pans seem like a simple engine piece that should require no thought. The truth is that the oil pan can be a very vital engine part. Different engine have different needs. If an engine is stroked the oil pan may need to be deeper than stock for rod clearance. If the new pan is deeper the oil pickup should be dropped the same amount of distance. Many other modified engines also use deeper pans that hold more oil. Larger pans mean more oil that will stay cooler and take longer to break down chemically.
Although the torque converter clutch is not part of the engine, it can make the car feel like the engine has a problem. The torque converter clutch is also known as a lock up converter. The lockup clutch has many purposes and is part of the transmission. A regular converter in an automatic transmission is made to slip at idle so that the car doesn’t move. As the accelerator is pressed the RPM’s raise and the torque converter will start to lockup or engage. When the converter engages the car will move. Even though the torque converter is engaged it never completely engages the way a manual transmission car clutch will. It will always slip a little, which is not very efficient. This is why a manual transmission car gets better gas mileage and has more power than an automatic transmission car. To increase power and mainly fuel mileage, a TCC is added to an automatic transmission. The torque converter clutch is an electronic clutch that will engage the engine and drivetrain 100 percent.
The Suzuki v-strom is a very versatile machine. Suzuki wanted to produce a motorcycle that could do a little of everything well. The v-strom is similar to the BMW GS, Triumph tiger, and the other Dakar rally bikes. The emphasis of these bikes toward street riding, especially the DL 1000. The DL 650 is a little lighter and probably reasonable on trails but still oriented toward the street. The horsepower is 62 at 8500 RPM’s and 42 ft/lbs of torque at 7000 RPM’s.
A lawn mower engine engine is relatively easy to repair. These small engines have small engine parts and are easy to move around after being uninstalled. Common Briggs and Stratton, Kohler and Tecumseh style engines come in just about every type of lawn vehicles or yard tools made. Small horsepower models all the way to appx. 20 hp v twins, are all of similar style. There are two common types of 4 stroke lawnmower engines.The L-head, which were the older style engines and overhead valve engines. L-head engines did well for their purpose but can’t keep up with tightening emissions regulations.
Motorcycles like Honda, Harley, Yamaha, Suzuki, Kawasaki and BMW are some of the main competitors in todays production motorcycles. Many motorcycles purchases are based on rider preferences like cruisers, choppers, sportbikes, off road dirt bikes, touring, sport touring, standard, naked bikes, and Dakar style adventure trailie motorbikes. All of these motorcycles have different levels of performance. Street bikes are usually v twin or inline four cylinder bikes that can make power from the teens to 180+ horsepower stock!
