I should have grabbed the coil, too. The Mini-Ram van ranged in weight from 3,274 to 3,646 pounds. Big Blue balked and choked and stalled twice on the way home, but that was during a wet and rainy morning. Distributor shaft is loose in it's bushing?. Car always provides +12v even when there's no key in the car. I like the comparative ease of repairing the Dodge - try changing a wiper motor or heater core or fuse in a 1982 Chevyvan and you'll understand.
November 2011 - O2 Sensor: I was pre-occupied most of the summer with some contract work requiring a l-o-n-g commute. Answered on Oct 24, 2013. The bolt Removing the old cables had only one significant problem. Click on the little graph here to download a pdf document. I just replaced it 1195 miles ago. But the lack of acceleration is still there.
Here's the fuel pressure from going into the carburetor. It drops to 0 v when cranking and returns to 12v when cranking stops. May 2009 - Shift Lever: Three months later, and several thousand miles later, the van unexpectedly won't start again! I unbolted the firewall device, and looking at the bottom. Looking at the engine from within the van, cylinders are numbered left to right, then front to back. On an older van, after the cables have stretched, this may not perfectly match the dashboard indication. I figure the trailer would have been about half full if the wood had been split and neatly stacked on the trailer. I also decided to run a hot 12-volt line fromt the battery to the back in case I wanted to run any systems and to keep the brake break-away backup battery say that 5 times quickly! The 1976 vans gained an optional noise insulation package, and suspension tweaks to improve the ride; a warning light appeared when the transmission fluid was too hot or low.
The fuel pump has a chance to get the pressure up and keep it up before cranking. The four terminals are numbered 30, 85, 86, and 87. Chilton's books specifies a maximum of 7 Kohm per foot. This manual covers specifications, diagnosis and testing, in vehicle repairs, component removal and installation. Photography flash was not positioned right, so you can't really see them, but that's where they're at! I think dangling down in the engine compartment made this a perfect water run-off connection and water got inside the relay and corroded the contacts.
Hours are by appointment from 9:00A - 3:00P Mon - Fri excluding state holidays. It was hesitating and had no power, even under no load. I immediately stopped turned off the engine and stopped cranking. You can see the right rear cable extend over the exhaust pip and over the drive axle. Looks like my 8-cylinder 5.
A is available at justanswers. I disconnected the tank fuel line before the fuel filter and ran a tubing out to a gas can. I ended up torching the nut with my propane torch for about a minute and then after letting it cool, held the bolt with two vicegrips, and the nut with a non-ratcheting socket. Longer, and feel for heat in the jumper wire. Two years later, in 1983, the 318 was dropped to 135 hp but a new four-barrel 318 was added with 160 horsepower, more than the pre-smog two-barrel 318s.
With the negative side disconnected no load , it sits at 12v with the ignition on, and drops to about 4v when cranking. I am guessing the fuel guage resistor is fed with 12 volts but through another resistor so the output voltage will change as the tank empties. Steering was power recirculating ball, with a tight turning radius until safety-related changes to the 1998 vans increased the turning radius. Unlike many scissor lift regulators, the 1989 B250 has only one arm that reaches to the window rail and it pivots against the motor assembly, which is held to the door with four rivets. With the old regulator back in place, I experimented a bit with the fuel pump. You can expect that the brake line will twist off or break off or you'll have to cut it off.
I didn't get around to oiling the long cable before it needed to be installed to make a departure schedule. This is to limit the current flow so the ignition coil doesn't burn up. Turns out tucked up next to the brake system on the firewall, there was a little box hooked to nothing, hanging on a metal bracket. I had to drop the entire tank a second time and check connections. Electronic ignition came in 1973, standard on B100 and B200, optional on B300; the vans also got standard power brakes, and a 8,200 gross vehicle weight option.
When the brake pedal was ~not~ stepped on, this pink wire fed voltage to nothing. During installation, two modifications were made. The Z1 circuit leaves the Auto Shutdown Relay and splits into two paths: the fuel pump and the positive side of the ignition coil. Because the internal motor gears were broken, nothing held back the powerful coil spring trying to rotate the arm. The ballast resistor circuit is used when the car is not cranking. Checked for leaks and tightened the ones that were oozing. So I applied a vacuum directly to the fuel pressure regulator while cranking.