However, I think there is a real good possibility that if you find the problem with one of these circuits, the problem with the others will be close by. One may have a bad solenoid, while another has a loose connector pin, while the third one may have a broken wire. Other than this, the only thing I can tell you to do is to diagnose each circuit individually. If you do not see any obviously damaged wiring harnesses, I would be taking connectors loose and examining the pins inside them. It is possible that moisture and corrosion in a connector is shorting all of these circuits out. These wires all go through the same connectors, including the PCM connectors. They like to crawl up into warm engine compartmens and chew on things like wiring harnesses and vacuum hoses.Īnother common denominator would be harness connectors. It is that time of year for lots of rodent damage. However, if these all showed up at the same time, I would be taking a hard look at the engine control wiring harnesses. Technically, you have three separate circuit failures no matter how it came about. If your check engine light has been on for quite a while, it is possible that each of these failures occured at separate times and you simply did not know about the second and third failures because the check engine light was already on due to the first failure. The search came up negative - no known issues for ANY of these codes. I did do a Technical Service Bulletin (TSB) search for your vehicle to see if there were any known problems that regularly cause these codes or if there are any computer programming issues that can cause these. The failure of one of these circuits SHOULD have no effect on the other two. See technician test information with confirmed repairs below. The circuits to each of these solenoids are SEPARATE circuits. this is almost always a bad VTCS solenoid. For reference, the 2003 MAZDA Protege originally had a starting sticker price of 14,690, with the range-topping Protege MAZDASPEED Sedan 4D starting at 20,500. I guess I have to wait till I get an answer from mazda regarding this then.Diagnostic Trouble Code (DTC) P0660 has a generic description of "Variable Inertia Charging System (VICS) Solenoid Valve Circuit Malfunction"ĭiagnostic Trouble Code (DTC) P1569 has a generic description of "Variable Tumble Control System (VCTS) Solenoid Valve Circuit, Low Input"ĭiagnostic Trouble Code (DTC) P1250 has a generic description of "Pressure Regulator Control (PRC) Solenoid Valve Malfunction" I have a CAI for that, and i'm waiting for a stock TB to arrive to study and enlarge. when i see a dyno for this mod done on a mz3, then yea- i'd delete it. i read the vtcs posts- many of which are butt dynos and some cels- no real hard evidence on a 3. Which contradicts the "closing" of the flaps at 3750 from the service highlights.īack to my initial question- how could the owners with deleted VCTSs feel any low end power when the flaps are open after the engine's warmed up anyway? Mazda claims this technology is used to improve emissions, not torque. The valve does not completely disengage until 3750rpm. At low RPMs, VTCS is needed to compensate for this. Intake charge speed is less of an issue on valves that do not open very much, but recall that Mazda's VVT does not vary valve lift. The faster intake charge then has the inertia to swirl around the combustion chamber and more thoroughly mix with the fuel for combustion. The valve closes part of the intake path, increasing the velocity of the intake charge. The variable tumble control system (VTCS) was created to help emissions at low RPMs. When a DTC for the engine coolant temperature sensor or throttle position sensor has been stored, the variable tumble control is inhibited and the variable tumble shutter valve is constantly open.ĭoesn't say how or why or when it's stored for the flaps to open. What i don't understand is this part at another section of the book: At this time, the intake passage is narrower than normal, increasing intake airflow speed and also creating a powerful air tumble in the combustion chamber. intake manifold vaccuum is applied to the varriable tumble shutter valve actuator by the operation of the variable tumble solenoid valve, closing the variable tumble shutter valve. 3750 rpm or more and engine coolant temp approx 63c (145f) and more (variable tumble shutter valve is closed) The book does not say that it opens up again.Įngine speed approx. After it reaches that RPM and the coolant is 63c (61.9 for the 2.0L) it closes again increasing power because of the intake air speed creating that tumble. Then it opens up again when the engine's warmed and below 3750 RPM. What i have read in the service manual, when the engine's cold, it closes to increase combustion efficiency, emissions, etc.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |