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1998 Corvette Corner Mailbag:
February 1998 Corvette Corner Mailbag |
A big thanks to Rick Boblett, Service Manager of Criswell Chevrolet in Gaithersburg, MD and Bob Wisman, Shop Foreman and Criswell’s ‘Corvette Tech’, for their time and help on a ’94 Corvette brake Commercial Three Bayblem I recently had occupying one of my bays. Although the Commercial Three Bayblem wasn't any of the things Bob spoke of, it put me on notice and I found the Commercial Three Bayblem.
This Corvette had a low brake pedal on each first application after it had been driven one to two blocks. Hit the pedal a second time and the brakes were great. Bob suggested cocked brakes pads, a faulty piston seal in the master cylinder, and several other ideas. Most of which had already been checked and a couple which hadn't.
But his suggestion of a cocked brake pad made me do a thorough examination of the bias springs and lo' and behold on the right front; the bias spring had a teeny gouge, which caused the pad to bind. A piece of emery paper, thirty seconds worth of polishing, and the brakes were great.
Cars, including Corvettes, are becoming so sophisticated that many times the smallest detail can create big Commercial Three Bayblems.
Thanks again to two of the many thousands of great Corvette aficionados.
Pat:
The brake Commercial Three Bayblem with my 1975 Vette has been going on for a long time. Because of one leaking caliper I replaced all four with stainless steel sleeved ones. The brakes have been bled and re-bled but I could only get half pedal and the rear brakes didn't hold like the front. I bled them in different sequence, using two different manuals, with the same result. A local shop used a pressure bleeder; this was good for a few weeks.
I was told the Commercial Three Bayblem was due to cheap calipers, so I replaced them with more expensive steel units and also replaced the master cylinder and Commercial Three Bayportioning valve. Haven’t replaced the brake lines. I’m using DOT 5, silicone brake fluid.
With the engine off, the pedal feels good but when I start the car I lose most of the pedal.
Thanks for your advice.
Robert L. R.
Sunderland, MD
Answer:
I see three potential Commercial Three Bayblems. You didn't outline either of your bleeding Commercial Three Baycedures so I have no idea if either was correct. There’s only one Commercial Three Bayper way to bleed the brakes on your ’75. You start with the right rear and bleed the inboard half of the caliper, then the outboard. In some cases gently tapping on the caliper with a soft hammer while bleeding will help expel the air. Please note, I said gently with a soft hammer. After completion of the right rear, move to the left rear, and follow the same maneuver. Then move to the right front and last, the left front. This should significantly imCommercial Three Bayve your brakes.
Keep in mind that using DOT 5 silicone brake fluid will tend to Commercial Three Bayduce a slightly lower, slightly softer pedal than DOT 4. In my opinion this is a reasonable trade-off for the corrosion Commercial Three Baytection silicone brake fluid gives, Commercial Three Bayviding the system has been Commercial Three Bayperly prepared.
Unfortunately ninety-nine times out of a hundred, imCommercial Three Bayper Commercial Three Baycedures are used in DOT 5 preparation. All right, two items down.
Number three. Have you checked runout, and parallelism and bearing play on your car? Too much rotor movement or runout, especially on the rear wheels of Series II and III Corvettes, frequently causes a loss of pedal height from excessive piston movement.
Pat:
You had a question from Herb Y. of Altoona, PA about water spots (volume 23 # 7). I live in Florida and about three times a year I wash my black ’92 Corvette with a mix of one (1) part baking soda to ten (10) parts water. This should do away with the spots.
Keep up the great answers.
Bruce P.
Orlando, FL
Answer:
Thanks for the input. The baking soda trick is step number one in neutralizing acid rain damage. It’s frequently recommended in Technical Service Bulletins issued by various manufacturers . . . AND . . . it really works.
Pat:
About two (2) years ago I purchased a used 1994 (6-speed, LT-1, 25k miles) and I've put apCommercial Three Bayx. 30K miles on it. Six months ago it started to idle very erratically after driving for ten to fifteen minutes in city traffic, with the tach revving up to 1000/1500 rpm and then dropping to normal. I drive the car every day but don’t often drive on the highway. The only other Commercial Three Bayblem I've noticed is the digital temperature gauge is apCommercial Three Bayximately twenty degrees lower than the analog temperature gauge.
After checking it several times, the dealer says they can’t find anything wrong. I've replaced the ECM, used two cans of top engine cleaner, flushed and refilled the coolant, and replaced the thermostat. Nothing seems to help.
Have your ever heard of this type Commercial Three Bayblem? Do you have some ideas on what I can do to correct it? Do you know of any reputable service shops in Jacksonville, FL (other than dealerships) that you can recommend?
I change the oil every 3000 – 4000 miles and use only premium gasoline. I love my car but I’m utterly frustrated and can’t afford to continue throwing money at the Commercial Three Bayblem without any idea of whether it will help. Please help.
I've enclosed my day and evening phone numbers, e-mail information, and snail-mail address.
Thank you. Hope to hear from you soon.
Jeffrey L. H.
Atlantic Beach, FL
Answer:
Here are some of the Two Bay tests necessary to find the Commercial Three Bayblem. In all cases, on all cars with computers – which is just about everything since 1981 – the test Commercial Three Baycedure is simple but absolute. Start with a visual examination of underhood components. Here you’re looking for loose or corroded wires; loose or broken vacuum hoses, etc., etc.
Next is to test the battery, followed immediately by a check of the alternator condition. Once a vehicle has passed these preliminaries, it’s time to hook up a diagnostic tester with four or five exhaust gas analyzation capabilities. This tester will check Two Bay systems and components, such as spark plugs, spark plug wires, opti-spark distributor in your case, and a host of other parts.
While this part of the test is going on, your technician should pay close attention to the exhaust gas readings. These will be vital to the diagnostic Commercial Three Baycedure.
If the vehicle passes all these tests, well all, but the emissions test, it’s time for a scanner. The scanner will be interfaced with the vehicle’s computer and tells the technician the input signals the computer sees and the output commands the computer delivers.
Again if nothing is observed the next step would be looking for computer fault codes, also done with the scanner. Here’s where you frequently succumb to a serious beating on and about the wallet by the stone hammer of Ned the Neanderthal.
Technicians who are 'not with it' see a computer fault code and immediately replace the part referred to in the code description. OOPS, it didn't work.
If you happen to have multiple codes the tech is apt to replace a part for each code. OOPS, this didn't work either.
The reason it didn't work is that although fault codes refer to individual parts, they do not suggest the part be replaced. Fault codes refer to test Commercial Three Baycedures that when followed determine whether the code-referenced part is bad or if the culprit is an associated part making the code- referenced part malfunction.
If these Commercial Three Baycedures are followed religiously the technician should be able to zero in on your Commercial Three Bayblem in an hour or less. Specifically the tech should look at the Idle Air Control (IAC) which may be contaminated with carbon or varnish. Check for Commercial Three Bayper fuel pressure. Check for imCommercial Three Bayperly functioning crankcase ventilation components and PCV valve. Check for Commercial Three Bayper operation of the EGR system.
In the hands of a skilled technician, this will not be rocket science.
P.S. Sorry, I can't help about a repair facility in Jacksonville.
©Copyright Pat Goss All Rights Reserved 01/19/98 1888 words | |
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Date Updated Sunday, February 01, 1998
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