Thanks for spending the time on this Les, I can see I will be spending some nice money here.
Originally Posted by
velociabstract
Here's what I found.
"There's a TSB for it. "Cars built before 2/5/07 need a PCM reflash and should follow the TSB 18-003-07 procedure. - Cars built after 2/5/07 likely need a new actuator"Les
I saw threads like this and some threads said The PCM flash did nothing. The amount of info is at times overwhelming and confusing.
I'm leaning toward buying a unit and sticking it on and crossing my fingers.
Originally Posted by
velociabstract
Then I found this: "the SRV solenoid houses a 3 circuit position sensor. just because the valve actuates, doesn't mean the PCM sees it."Les
I am not sure the valve actuated before I loosened it.
Originally Posted by
velociabstract
This guys solution: "I pulled the actuator off and found the valve stuck so I kept working it till I guess I finally wore down whatever the valve was getting stuck on..... I havent had a code thrown for 2 days now."Les
I saw this one too, so I took off the actuator and sprayed carb cleaner down the pocket, It was tightish before and is now looser, light still comes on and code is P1004.
Originally Posted by
velociabstract
I hope this helps. lxforums is the best place for finding solutions to 300 problems.
Yeah I have been on that forum searching as well.
On the lights:
Originally Posted by
velociabstract
"There is a STAR case relating to steering shaft protrusion in relation to the ESP light coming on from SAS calibration. It involves removing the steering wheel & SCM (plastic collar containing clockspring, cruise switch, SCCM, Multifunction Switch and SAS)and measuring the shaft protrusion. But... you say it comes on when making left turns. I had an 08 with this exact same problem. Found the STAR case and saved some time. I didn't measure the column, but skipped ahead and just tried the repair procedure for if the column was ok. It worked. The procedure mistakenly instructs to use a T25 Torx screwdriver. You have to use a T30 Torx screwdriver, not a replaceable bit type. Here's the procedure:
Repair Procedure:
1. Through the hole in the bottom of the SCCM (refer to illustration) insert a T30 Torx driver and loosen the clamp screw approximately 4 turns. Do not remove the screw.
2. Pull the SCCM upward on the column tube toward the steering wheel as far as possible. The amount of movement is limited because the clamp screw is captured within an oval shaped hole in the tab on the casting of the column tube.
3. Re-tighten the screw.
4. Test drive the vehicle.
Les
This a bit more work than I am wanting to do in this weather, the car sits on the drive, the Crossfire hogs the garage with my sons '66 Mustang which goes this year.
Sadly I have had nothing but trouble with this 300 Touring/Limited - one or the other.
The AC went last fall and has to be fixed.
Transmission had a solenoid problem and went into limp mode.
Brakes have suffered from rust seizing them up enough to get uneven pad wear. two or three times in 70,000 miles
Parking brake drum mechanism did not have rubber covers over holes that you adjust the shoes through, rusted up completely.
Clunks from the front, fixed bushings on something or other, forgot what.
Clunks coming from front and back now, somewhere on the suspension.
Front driver seat vinyl trim on seat cushion cracked and peeling off.
Front tire had a belt split and sounded like a bearing gone.
When it's running it is OK, generally though I have to say it is a POS.
Having had a Concorde and an LHS before I can say this car is half the other cars. Mind you the other cars were not without faults, AC being one of them. The wife worked at a dealership at the time and fixes were at cost +10% for parts and $20 hour labor. I never worked on those cars, cheaper to let her take it work and drive home with it fixed.
From my code reader I get;
calculated load of 29.80%.
STFT B1 -1.56%
Fuel Sys 1 CL
Fuel Sys 2 CL
The load is way less than some other % i saw somewhere but they used a different term than the word calculated.
Here is what i found;
- When Monitored: With the engine run time above a calibrated value, battery voltage greater than 10.4 volts, ECT within a specific range, and the Short Runner Valve Assembly (SRV) control active.
Set Condition: The Powertrain Control Module (PCM) compares the circuit feedback to a calibrated closed range, between 75% & 85% Pulse Width Modulated (PWM) duty cycle, when the circuit is de-energized or to a calibrated open range, between 35% & 55% PWM duty cycle, when the circuit is energized. If the value is determined to be out of the calibrated range in either the de-energized, greater than 85% duty cycle or less than 75% duty cycle, or energized, greater than 55% duty cycle or less than 35% duty cycle, state for more than a calibrated amount of time, this DTC will set.
What does that mean?