But this one is minor, I think. Hey Throttletune, when you get a minute can you tell me what it takes to change the belt tensioner on the 93 Cavalier. Its a 2.2 four cylinder. It looks like just one allen bolt on the middle. Is it that simple?
Hi Ranger, Man, I don't think it is that simple. If memory serves me right, I think it takes that whole bracket on that engine. Or at least, the alternator and P/S pump needs to be moved aside to get to the back of it to hold the nut on the backside of the allen.
When in doubt, have the new part in hand as a roadmap, as it were. I haven't replaced many of those, hence my unfamiliarity with that. What are you chasing?
The other day I noticed that the belt was squeeling when the AC was running. Anyway the tensioner is pretty weak. I can use a shorty Snap On open end to remove the belt. So its weak. I really can not gripe, this has been a GREAT car for the price. The guy (a friend of mine) that owned it parked it in 02 or 03. He told me I could have it real cheap if I wanted it. Because it had been sitting forever, the first thing I did was shoot a bunch of penetrating oil in all the cylinders, and the next weekend, I put some WD 40 in the cylinders, replaced the spark plugs and it started on the first try. What sealed the deal was when I hit the AC button and it worked. It ran pretty rough but I got it home. It didn't smoke or anything so I figured for the most part it was OK. I don't know any real mechanics (except for you) so I managed to figure out the running problems on my own. One or more of the injectors were leaking. I had no way of telling which one might be causing the problem so I replaced all four. That fixed it, it idled so smooth you almost balance a nickle on its side on the throttlebody. At this point I did a complete tune up, spark plugs, fuel filter, air filter, PVC valve and other stuff. There was one other problem, the smell of gas in the car. I could not find a fuel leak any where. I made a post on another forum and I was told to check for a busted vacuum line, he said that the evap system was not working. Well he was right, I replaced an obviously busted vacuum line and the smell of gas went away (also the cruise control started working, it didn't work when I brought it home). I replaced all four tires (the ones that were on it was seriously dry rotted) and you know the rest of the problems with the car. But I cannot complain. The Car plus the tires plus the four injectors plus everything else I've put into it to date, (not including the stereo) I have just under $1000 invested. :lol: Its been a great first car for my son. I wish the battery would die, its been in there since I bought it.
Just one mechanics opinion, but you do pretty dang good for not actually calling yourself one. The above quote says it all. Call it what you want, but that was a very smart move on your part. If you would have done one at a time, you would have been fighting that until you did all of them. Then, you would have been fighting leaks after that. One of these days, we will go over fuel trims, and how they relate to diagnostics. One other note, some tensioners don't have as much tension as others. Not saying this is the case, but I would consider a belt first. If it is an aftermarket belt, they do tend to stretch a bit after use.
I just try to figure things out and yes I would love to learn more about how to diagnose car problems. I'm gonna change the tensioner this weekend. I have the new part in my hand. Its a whole bracket, Alternator and PS needs to be removed. It doesn't look to be to bad a job. Here is a good mechanic story (Abilene has none). I installed an aftermarket cruise control on a 2006 PT Cruiser earlier this year. There are five connections, 12-volt constant, a switched 12-volt source, one on the brake switch, one on the vehicles VSS sensor and a ground. A couple weeks ago the dealer called because the car would not start ( Intermittent problem, it would not crank). He said that he felt that the aftermarket cruise was causing the problem. Give me a break, it is not capable of causing a no crank problem. To humor them I disconnected the cruise and when I went to pull it out of the shop it would not start. It made my day. They sent the service advisor and a mechanic over and they were amazed to see my Tech Tool hooked to the car. I turned the ignition key to start (nothing happened) but the Tech 2 showed the computer was getting the signal to start the car but there was no output to the starter. They were amazed. Anyway I got the car back today and re hooked up the cruise. Hopefully they fixed it. They had it for 2 weeks.
Computers in the car are a neat thing...but i still preffer a carb and point ignition!!!!! So much more user freindly!!!! Well, if ya know how the heck to work on them!!!
I have to disagree. Todays computers make diagnosing problems really fast and easy. You still need to think, however, If for example you get an O2 sensor trouble code (this happened to someone I know) could be caused by a plugged up injector. I'm not sure how much money he threw at it before it finally got fixed. DIS makes tune ups a thing of the past, my truck has a 140,000 miles and is currently on its second set of plugs. The first set was replaced at 90,000 miles. When I make modifications to the truck I dont have to re-tune anything. For example my truck has a Comp Cam 252H, a long tube header, and a 3-inch exhaust. The original 3.45 gears was replaced with 3.73 (Lima 2.3 four cylinder needs all the help it can get). I didnt have to reset timing (I cannt anyway) or adjust the fuel curve. The computer had no problem adjusting to the new parts. All this was done in '96. I would have been dialing in a Carbureted car for weeks. My opinion anyway.
Very true Ranger, a computer can make for some simple times in alot of applications.... I guess i come from a background or era if you will, that involves the old ways. You get to know how an engine should run and what to do to it to make it as it should be, from the sounds, smells and looks of it. I grew up on old International and john deere tractors from the early 30's and Old Dodge cars and trucks...... Both worlds are the same i guess, just different ways of getting it done. Just gotta mention this thoiugh.... This last week, i reprogrammed a chevy 1 ton dually with the allison tranny and 6.6 diesel ...... Very simple, and easy, the SOB would throw me back in the seat and hit 70 mph in NO time at all...WOW!!!! ( thats a phucking diesel? ) I can honestly say that a computer DOES make things more user freindly!!!
Like many older people, I resisted change for as long as I could. (how did we go so far off topic). Computer Controlled carburetors from the 80's sucked. Remember Fords Variable Venturi carb. That thing sucked when it was brand new. Computers got a bad name back then. I've learned alot about them (but I am no where near Throttletunes level of knowledge) and I have learned to embrace the technology. Many Car Audio Shops will fail because they don't wanna keep up with whats going on. I really cannot picture the shop I work at being around for more than a few more years. The level of knowledge needs to go way up. I try to stay up to date, but the owner is whats holding me back. But I will graduate next year and I will be done.
That says it all right there. If you don't love what is coming down the pike, and what has already been implemented in any field you choose to be a part of, you will be left behind in short order. As far as first generation On Board Diagnostics, it did get a bad name. Feedback carbs, miles of vacuum lines, primitive code pulling options with no datastream, all of that got a bad rap. Except by the folks that understood that stuff. After they cashed their paychecks, they needed a wheelbarrow to haul their take home. FWIW, I think computer controlled carbs suck, and I do have a bit of understanding on them. But, our shop now turns those turds away. An early to mid 80's Delta 88 comes in for an emission fail? We scare em away with a 1K quote as a rule to make it pass. That is based on past repair averages. Current OBD can make it easier for one who understands relationships. Looking at datastream to understand the code is key. As Ranger stated in an earlier post, just because someone goes to Autozone (or wherever) and gets a code pulled, and it relates to an O2 sensor, it sure doesn't mean it is an O2 sensor. Say there is a P0171/0174 which is O2 lean bank 1 and bank 2. Dollars to donuts, the fellow at Autozone (or wherever) will sell an O2 sensor or two. Which is a shame because all the O2 sensor was doing was stating a fact. The car was running lean because of a plugged injector. The PT Cruiser Ranger also spoke of. That needs a whole whack of things to happen before the PCM will allow it to start. Trans range switch has to show neutral or park, then it has to see a request to start, then it has to ground the starter relay, and power needs to get to the starter. Any number of things can prevent the thing to start. But, simply looking at a wiring diagram will explain all that. But, for many, taking shortcuts are just easier. Ranger touched it last when he put the cruise in, so it has to be his fault. Mr. and Mrs. Eversinchu have a huge family, dontcha know. Eversinchu fixed my brake lights, the car runs rough. Eversinchu put cruise in, my car sometimes won't start. Related? Most likely not, but you touched it last. Points and carbs? We have a 71 Montego with em. Every time I start it, I undo all the work a Prius does for the environment for a year. And I'm OK with that. But, as far as ease of maintenance, the Rangers we have win hands down. I know I can get in either one of them and turn the key and they run. As was said, wandered off topic a bit. I hope the tensioner install goes smooth this weekend.
From here on in, I think I should address you as Mr. Throttletune. I've got the old one off. Removing the power steering pump, especially the back 10mm bolt, was tough. Getting this thing back together will test my patience. And you do this for a living. You have my admiration and respect
And it did test my patience, that was a serious pain. But no more noise. It was worth it. I just want to say that I did not ignore your suggestion that it might be a belt. But I remember reading in another thread were you wrote that its hard to make an accurate diagnosis with out actually seeing the problem. Believe me, if you felt this tensioner you would have condemned it as fast as I did, it was weak.
Glad you got it handled, Ranger. Never once did I think I was being ignored. As was said, without seeing it, all we can do is toss out helpful suggestions and hope they hit the mark. Thinking aloud, as it were. Those tough to get to fasteners and such? Well, the right tools, and holding your tongue just right are 95% of the battle.
BTW Ranger, you earned my respect a long time ago. Doing it right, and proper, and to the best of your ability is worthy of anyones respect. You take pride, learn mostly on your own, and come to understand what you are working on. Caught my interest right off, and I read what you have to say. That goes to all the rest of the folks that fight the good fight as well.
