Intake Runner Control - Solenoid Type
Вставка
- Опубліковано 20 чер 2016
- This video is a sample from the AutoMate automotive training module covering the diagnosis of solenoid type Intake Runner Control systems.
The intake runner control system allows for increased torque and fuel efficiency at varying engine speeds and is now being fitted to many modern vehicles.
This module will provide the necessary understanding of both the electrical and pneumatic components for the diagnosis of solenoid actuated intake runner control systems.
Full members are enjoying this new release already and have access to a library of over 250 technical training videos and tutorials.
Visit www.automatetraining.com.au to become a member today.
Thank you for the video. You referred to the IMTV as Intake Manifold Runner control. I thought IMTV was for creating swirl affect. At idle the tuning valve flaps should be closed. Above 3,000 rpm the flaps will be opened. I thought IMRC was separate actuator for controlling the length of the runners.
You are 100% correct with the model he showed in this video.
hi please i need your help .I have the check light engine on my vw passat cc 2009 on the dashboard and after diagnosis it was the P2014 issue . what i have to do and which part should i replace or repair ?
Hi Maksam,
Our own experience shows you need to inspect the vehicle, plus understand the DTC to correctly repair. We couldn’t offer you specific advice for this code. The VW Code P2014 refers to the Intake Manifold Runner Position Sensor. If you are confident enough to work on your car, a good source for specific vehicle repair instructions is identifix.com. Otherwise, we would still recommend you see a qualified auto mechanic or technician so they can review the diagnosis. Good luck with the fault.
1. Check for restriction in movement of swirl actuator
Ive heard about these plastic pieces making noise and cracking inside..
hello
i have mazda 6 2007 engine model LF 2000 cc and it show me p0661 please help me how to fix it
the acceleration is low
Ali,
You will definitely need to inspect the vehicle, and understand the diagnostic trouble code before you repair your car. A P0661 code refers to the Intake Manifold Tuning Valve Control Circuit Low Bank 1. If you are confident enough to work on your own car, a good source for specific vehicle repair instructions is identifix.com. Otherwise, let a qualified auto mechanic or technician diagnose your car properly.
Good luck with the fault.
G'day mate.
Beware on last generation Mazda Protege 2.0L engines of misfire codes for cylinder 1 or 4.. Not only will your spark plug gap likely be literally beat completely closed, but the engine will also pass a compression test but not a leak down test, when one of those brass screws securing the butterfly valves to the intake manifold vibrates loose and bounces around before exiting around the exhaust valve, taking a chunk of the exhaust valve with it.. Take a guess how I learned about this BOTH times it happened..
I am currently gathering as much information on deleting this system as I can find, to determine if the ounce of prevention by removing it saves me from havin to replace the engine in my car a 4th time within 3 years- or if i am increasing risk of damage by removing it.
Hey , so what informations do you have now about it ? I have a mazda 3 2008 1,6 petrol , and i know that i do not have those butterflys at all , i do not have even the solenoid witch it a small electric motor , in 2 years and half i did over 60.000 km and all was good , but this winter when engine is very cold , engine shuts off right after i start it ..i need to push gas pedal for 30 -40 sec and after warms up a bit EVERYTHING is back to normal , a check engine sais i have to change the solenoid ..but i need the butterflys as well , what is your opinion ? should i wait for summer ? :))
Where can I buy new Variable Intake Manifold flaps ?? for DIY repair kit ?
Martin, unfortunately we can't point you to a definite seller. We can only speculate that your local car dealer might have this, if not, then an independent shop should definitely have the part(s) you need. Good luck with the parts hunting!
So what's the long-term effects of this being broke and you not knowing.
0:35 Ford Focus intake manifold, with the runner plates destroyed -- a common occurrence on those engines. Increase in torque? Yes, as long as the pieces of shit work properly. If the runners get stuck closed, the engine will pretty much die of asphyxiation.
Pretty much every engine has them these days, but I still say it's a stupid idea. It's an obstruction in the intake runners whether it's open or closed, and if it ends up breaking like the Focus ones do, vacuum will suck pieces of metal into the combustion chambers & destroy the engine.
Easier ways to make more torque without risking engine destruction:
1) More efficient, free-flowing intake tubes
2) More free-flowing air filters
3) Less restrictive inlet-to-air filter designs
4) Less restrictive exhaust setups that maintain emissions requirements
5) Stronger block/head designs that can withstand higher compression
OEM engines are designed to pretty much live their lives with a stuffy nose, and yet when engineers want to increase torque, they instead add further obstructions to air flow and design the whole thing rely on a spaghetti plate of vacuum hoses to function properly. What could go wrong?
I have a ford focus and im gonna just take the flaps out (but you need to leave the flap housing on because the housing is what holds the gasket).
Worse than them getting stuck shut is having the bar which they pivot on break and destroy the engine.
Increase in torque and better fuel economy, there is a reason a Gen 2 Focus gets 2-3 more mpg than than a Gen 1.
The design isn't flawed, just it's implementation.
@@toddmiller5322 If the Gen 2s get better MPG, I assure you it isn't due to IRCs.
I stand by what I said earlier - it is a flawed design because open or closed, they represent an obstruction to incoming air, which is precisely what performance engines avoid like the plague.
The intake tract is already littered with unavoidable obstructions -- a MAF, IAT, filter, butterfly, etc. The last thing incoming air needs is another wall to slip around.
Besides, both Gen 1 and Gen 2 Duratec 2.0s make 136 ft-lbs of torque. The Gen 2 even makes less power (140 hp) than the Gen 1 (145 hp).
Why they have to put this things in the engine if this will cause trouble? just asking..
Because the engineers designing it aren't the ones that have to be able to access everything to fix it when the inevitable happens. But they make their pay also by designing things where the dealership service department has opportunities to generate revenue every year as well. They could build vehicles that last 500,000 or more miles AND only have a handful of parts invested in the entire vehicle that are easy to access and repair/replace. Doing so, however, means a lot less of the customer replacing or upgrading their vehicle every 10ish or less years from the same mamufacturer. so less frequent repeat customers. This also means the manufacturer's very lucrative financing department will take a huge hit by making truly reliable cars that are inexpensive and easy to fix.
This is the difference between Engineers & Mechanics. If engineers were the ones doing the work to repair or replace components when they go bad, there would be A LOT of major improvements in designs. Until then, we can only dream and wish.
You're picturing a black manifold with swirl flaps in it at .35 and saying it's for changing the runner length, it isn't. That's a single length runner manifold.
It does effectively change the runner length via physics.
gaylord