850 GLT automatic 1995 #3 cylinder /dead

Post by **Ozark Lee** » 12 Mar 2009, 13:53

The electrical manual simply refers to it as a branching point, I'm not sure what form it is in. It appears that it is within the loom of the wiring harness. My guess is that it is a big splice. The 23/11 branching point is the correct one to look at.

In case you don't have it here is the engine control system schematic.

Engine Control.pdf

...Lee

Klausc · Post by **Klausc** » 12 Mar 2009, 14:16

Ozark Lee wrote:The electrical manual simply refers to it as a branching point, I'm not sure what form it is in. It appears that it is within the loom of the wiring harness. My guess is that it is a big splice. The 23/11 branching point is the correct one to look at.

In case you don't have it here is the engine control system schematic.

Engine Control.pdf
...Lee

Sorry Lee, but the engine control looks like it is written in Sanskrit, even at 200% magnification. The original scan was probably not too good, or in mirror image.

Post by **Ozark Lee** » 12 Mar 2009, 14:53

Sorry Lee, but the engine control looks like it is written in Sanskrit

Thanks Klaus that was grim! Sometimes my pdf factory goes on tilt when I use it to print a pdf file. I replaced it with a print from Paper Port.

...Lee

Post by **Ozark Lee** » 12 Mar 2009, 17:17

Don,

As I reviewed this thread I fear we are way off track.

In your original post you indicated that you have OBD-II capability in a 1995 non turbo. This is not normal. The 1994 and 1995 turbos had OBD-II and OBD-I. To the best of my knowledge none of the N/A versions had OBD-II until model year 1996.

You also stated

I pulled off the fuel rail, I didn't measure the pressure, but it looks good. & the #3 injector seems to have a good spray pattern.

If you have a good spray pattern on all of the injectors then why are we even there?

Post the VIN back and lets figure out what this car really is. It could be that you have an SFI system but in that case the grey wires are the triggers and you showed good continuity between all of them.

Just for grins check the proximity of the leads from the crankshaft position/RPM sensor to the ignition wires. There was a TSB that called for the RPM sensor leads to be ty-wrapped away from the ignition wires to eliminate misfires and stalling caused from interference from the high tension leads to the sensor.

...Lee

ddixon · Post by **ddixon** » 12 Mar 2009, 19:13

OK Once More , Into the fray/with feeling. My 95 850 GLT is a 2.4 liter with no turbo,& has the interior OBDII connection. It also has the " under the hood"AB test port.
Codes pulled from the interior OBDII connection: Po 303 & P1310. The codes from the AB test port, Socket A2, are 453, 543, 545, 553. There were no codes on socket A6

The car has 90,000 miles, & has always run perfectly. I use fuel injector cleaner every two or three tanks of gas.

1st. step in elimination,I checked the Plugs. (Bosch with only maybe 3000 miles on them) Wire set is excellent, distributor cap is good with no cracks & not much carbon, switched # 3 plug wire, hot spark, no problems.

So in my mind it could be the wiring running the #3 injector, or perhaps even the ECU.

I removed the fuel rail from the engine with the injectors still in it, I used a jumper wire & put 12 volts to injector #3 ( I figured worst case scenereo I would ruin the injector, but It sprayed a lovely pattern on the pressure left in the fuel rail.

But I still dont know if the injector is working when the engine is running.

So I am asking you if I can somehow measure the voltage on Injector #3, . without a breakout box. perhaps even with the engine running.That way I will definately know if that injector is working, or not.

Then I can go on from there. Thanks Don

Post by **tailor** » 12 Mar 2009, 19:35

So , why not swap another injector with #3 injector and see if you repeat the problem of the dead cylinder. Clear all the codes first otherwise you will get kerfuffiled.
As Ozark said earlier, it is very difficult to determine if the injector is firing correctly. Noid lights and a great "big machine" oscilloscope are the sure way to rule it out bad injectors.
There is a great PDF in the downloadable section for the 850 explaining the pitfalls and benefits of using noid lights/DVOMs etc.
It is tough reading/ dry and nearly drove me to drink

but you know what they say about throwing enough stuff.....some of it is bound to stick.

ddixon · Post by **ddixon** » 13 Mar 2009, 08:51

tailor SAID:So , why not swap another injector with #3 injector and see if you repeat the problem of the dead cylinder. Clear all the codes first otherwise you will get kerfuffiled.

ddixon answers: I already did that. As far as Kerfuffiled goes, if its translation means anything like frahoodled does, then I already did that too. because I am frahoodled TO THE MAX!!

The only thing I can think of that I wish I would have done different, is that thing of checking ignition spark with my tongue.

OH! MAYBE "THAT" IS WHAT kerfuffiled means.

Klausc · Post by **Klausc** » 13 Mar 2009, 09:35

What I did on my old Volvo is put a small baggie over each of the injectors, ran the starter, and watched the injectors do their thing. No rocket science. And then compared the amounts of gasoline in each baggie, close counts.

Post by **tailor** » 13 Mar 2009, 10:23

The only thing I can think of that I wish I would have done different, is that thing of checking ignition spark with my tongue.

This will get you Kentucky fried.

not kerfuffiled...

Sorry I was of no help at all!

turbotim2 · Post by **turbotim2** » 13 Mar 2009, 11:06

Did you check to make sure the spark plug gap was correct? I am sure you did, just throwing stuff out there.