Ah yes, I remember that now, it is really quite crude, and thus it was obviously (probably !) not the chip itself but the (soldered) connections to the associated resistor/cap on the tiny PCB that were "iffy" ?? If so thus just resolved with some flux - not some magic.... ?
That said mine does not have permanent power on one side anyway now - as I also did this anyway !
http://p38.stockholmviews.com/eas/eas-timer-shutoff.jpg
PS: Can't find my photos of the suspect joints inside the Timer Relay (yet) but it was 10-12 years ago....
Richard, yes, and that's what I thought too... and that the Timer Relay was only supposed to operate for 20 seconds every 6 hours... under BeCM control...
Ok, (Long story short) I had a strange battery-flattening problem myself and (after I had eliminated the more obvious culprits by observing the BeCM/Led combo) I suspected that the EAS 'self-levelling' routine was happening more frequently than it should, (probably complicated by a slight bag leak ?) so I started investigating further, first via the EAS ECU (connector) and then the Timer Relay and the problem (apparently) disappeared...
Whilst I had the Timer Relay out I opened it up and used a soldering iron on some dry-ish looking joints on the little PCB etc inside...... but I don't know if this was the problem !! ie maybe it was operating for much more than 20 seconds - as the EAS dance frequently happened as It would (too) often be on the bump stops each morning as result of 'something odd' happening..
So, another of those frustrating situations where we "think we have somehow sorted it - but maybe haven't", but of course we all know that the EAS runs on Magic anyway...
That said the problem did not re-occur however...
Chasman: : As an 'experiment' try a standard 4-pin Relay instead of the Timer one; the Self-Levelling won't work then (nor EAS Diagnostics either) but it does stop 'cycling' it really might be a Timer Relay issue like mine was ...(?)
Guessing you already know about the alarm/RF problem plus the BeCM staying awake for over 2 minutes etc ? If not search for BeCM SID on here...
As for the 0.8-.9A drain it could be a few things (!!) but I would start with the EAS... so try pulling out its Timer Relay under the LH seat ?!
Probably the easiest way to 'bypass the drivers door switch' is just to use a screwdriver to simulate the striker ?
Needs a calm environment (eg. garage) of course due to motion detector (alarm)
p773990: Ah, in your photos it certainly looks like the Sensors are on a short piece of pipe so 'excuse me' if they are not !
'Ally' is aluminium (or aluminum if you prefer !) Although Stainless Steel would last longer: Just Google 'Jubilee Clip' ?
Serves me right for trying to help I guess.....
p73990: You could definitely/probably use a jubilee clip (plus perhaps a small piece of ally on Bank 2) to keep the sealant/paste in place for a while whilst doing a longer test ? HT Silicone usually lasts longest as it is sticky, flexible and cures with heat - so you can build it up a little at a time, eg. with a hair drier ?
In fact I have 'bodged' (aka 'kludged' !) things up like that and they have lasted for years ...
Good to see they have 'thoughtfully' put the sensors on short pieces of pipe so you can 'easily' replace both at the same time, ie. pipe and sensor ??
Note that 'easily' is a relative term there of course !
p73990: Have to admit I assumed you had already (visually) checked out the O2 sensors - most notably their electrical connectors anyway.....
as that can often be the source of such intermittent faults.... That said pinholes like that often will produce MIL codes like that too, yes....
-Check with smoke and/or the proverbial/crude 'strip of tissue on a stick' to be sure (?)
Liberal/temporary application of high temp. silicone around those welds will prove it out (?)
Thus overall it might 'just' need better 'welds' than those to seal any pinholes up...( ie. rather than requiring any new Sensors ... )
but the Sensors maybe won't like the heat of welding too close of course: I would be inclined to grind those 'welds' down and re-do them properly...
(Not quite sure why those 'welds' are there anyway, carelessness removing the Sensors damaged both pipes ??)
(PS: <20% chance you will trash the sensors removing them (?)
Might be best to soak in freeing/penetrating oil for several days first though ?!)
P73990: I was simply assuming running steadily on the flat .... with a warm engine; Too many (other) variables to complicate matters otherwise !
Indeed, a (relatively steady) pump sawtooth is fine but yes, just what is happening in the last third of that Analyser trace ?? 'Averages' are fine in general too but it is the/any transient anomalies that throw up those intermittent MILs !?
Just noticed this - FANTASTIC !! Well done Steph; Congratulations !
A Big Canopy is a great idea but yes it does mean you might drift a bit, but hopefully still in the same County as the DZ ?!
p73990: No not 'spewing gibberish' but your Analyser might be... and/or some 'odd' traces now for fuel pump/supply - if the pressure is low (intermittently) then that could help explain matters - particularly if one Bank is perhaps more affected/afflicted than the other...?
Trims were already showing quite good Bank/Bank correlation on the previous screenshots but not surprising as the problem is transient.
{Incidentally sorry but 'not co-operating' (eg. in the context of O2 sensor swapping) is just English slang for a Total PITA...!}
Well I was bemused about that too, as I would expect a persistent P1074 based on that Bank 2 waveform for sure but there still might be something else affecting Bank 1.... When I find (persistent !) disparities like that I tend to swap components around.. but O2 sensors are a pain to do that with (as they refuse to 'co-operate'...). Could also be a sticky injector though yes.... and they co-operate with removal/swapping better than O2 sensors ?! Might be a sticky/sticking injector but best to clean them off the engine of course, depends on just what your 'injector cleaning fluid' actually was ?
Ah, now I see what you what by 'saw tooth' etc - as I had (reasonably but incorrectly) assumed you were monitoring (and comparing) the outputs from both O2 sensors with a dual-trace oscilloscope........... but you meant on your Analyser....
Ok, either way there certainly is an issue with the Bank 2 output - Bank 1 is just as expected of course....
As you have realised 's' is not volts, it must be some kind of 'stoichametric ratio' indicator - or a reciprocal of it -what does the Analyser Handbook state ? (Volts will vary between about 0.2 and 0.8 of course)
Not quite sure why the Analyser refers to the sensor heater on those traces either......
The other odd thing is that if the Bank 2 sensor output is 'yo-yoing' wildly like that if should shows itself as a 'hard' MIL ?!
p73990: I asked about you performing comparative 'pot' compression tests before I saw your plug photos - as you had mentioned one was different, but from all the pics they actually all look OK to me ! .... but whatever is throwing up that MIL is obviously only slight/intermittent so may not even be particularly visible/obvious like that anyway (?) There remains an imbalance/anomaly somewhere but -at least for me- it is seems inherently more electrical than anything else (?)
Again, from your smoke test you appear to have eliminated leaks on the intake side to your satisfaction. There could be a leak somewhere on the exhaust side of course but you would definitely hear that..... which brings us back to those O2 sensors themselves - again.
However from your data logging there is relatively good correlation between O2s across both banks; However earlier you mentioned when 'scoped their outputs were 'different', eg. 'one more saw tooth than the other' (and 0.5 volt different in level too) ? That may need some further investigation... ? (ie. It's well worth checking/'scoping these outputs/levels again when relatively cold and then again when relatively hot !) HTH
p73990: Still not sure why smoke is not coming out the tail... !
Have you tried pressure tests on the pots since the plugs look better now (ie. except for one) ?
Again any slight leaks could certainly be temperature-related yes
..
Looking forward to seeing the pictures..
Yes, 'dual fuel' (diesel/lH2) marine applications are increasingly common, and are much more sensible/viable (as they can use one fuel at Sea and another in Port of course) but 'Net Zero 2050' is actually a 'Pipe Dream'..... as for 'Jet Zero'.... hydrogen, electric and bio-fuelled commercial aircraft surely that's just 'Pie In The Sky' ... https://theconversation.com/what-commercial-aircraft-will-look-like-in-2050-33850
For LPG I really began to wonder about its fate in London a couple of years ago when they (TfL) 'did not recognise LPG as an alternative fuel' because 'they would not know which one was being used, ie. in a ULEZ'.... but indeed I frequently wonder about TfL in general and their Chairman (Khan) too...
The next 'gem' in London will be the problem that EVs are also producing particulates too: brake/tyre/road dust and so will also be taxed/charged (!) on that basis and then via Pay-Per-mile-Schemes (via ANPR monitoring), - which will happen for ALL vehicles as/when their ULEZ revenue starts to dry up (again)..
Bolt: 'Quick and dirty'... are we talking polluting US V8 'muscle cars' now ?!
Seriously your calculation depends on the specific type of battery involved of course, and they are getting better all the time.. However for a straight GASoline and Hydrogen GAS comparison - it is still basically all down to relative Energy Density of course (and/or whereby storage/transportation are the major differentiating factors), and there are definitely always losses each time we deploy 'a state of matter transition' for both and for sure... but yes, on that basis, for cars liquid->gas is still thus currently 'best' !
However for some of the other _non-vehicle _applications - for instance in this example: https://ichef.bbci.co.uk/news/976/cpsprodpb/4833/production/_112338481_hydrogengraphic.jpg - it would seem obvious that the Wind Turbine could simply just heat the housing directly but weather issues etc play a big part in that (and similarly with PVCs). Storing the 'power' (for when it is actually needed) becomes the issue (again), but motion -> electricity -> gas -> heat transitions are all essentially 'lossy' of course.... Accordingly their 'plan' seems to be to also use some of that stored H2 for vehicles, but we are back to transporting it then.... unless we are in Iceland.. ?
All that said ... will folks there still say 'I need some GAS for my car' if/when H2 is widely available there, or will you all really say PETROL instead ??
Aragorn: I agree, and I am not sure it is really meant to make sense; The development mentioned by Morat of course is just Toyota/Yamaha's attempt to to 'keep Internal Combustion alive' by burning Hydrogen within. Here is a link (without cookies): https://www.drive.com.au/news/hydrogen-powered-v8-engine-here-to-keep-internal-combustion-alive/ Essentially just a niche-market novelty at best, not really a 'practical' suggestion at all....
The primary (and ostensibly) 'mass-market' hydrogen fuel-cell 'rationale' is based on the idea that Hydrogen can/could be 'cheap' to make and store/distribute - and there is the problem - storage. On cars the preferred method for this is a couple of pressure vessels mounted on the floor pan in a T-configuration..... for safety/collision purposes of course.
As I mentioned above in Iceland their Hydrogen refuelling stations have the capability of producing 'in situ', by injecting water deep into the ground and using the steam produced to drive turbines/generators. (The plant I saw doing this was quite large though.... and out-of-town too) . Most other countries don't have such natural geo-thermal options though of course so that their seemingly-viable model is not easy to replicate elsewhere..... !?
https://fuelcellsworks.com/news/hydrogen-revolution-powers-its-way-to-iceland/
As you may be aware in the UK we are considering 'SMRs' - Small Modular Reactors - 'small' being about the size of Wembley Stadium ......
Too bad the cost of the Electricity from these will be more than 'at present'... and/or Hinkley C is years away.
Yes, we could of course cover vast areas with PVCs etc of course, and then distribute from such installations... ie. the Electricity itself may eventually be (relatively) 'cheap' - but the distribution is expensive... Or it could be converted (in situ) to Hydrogen and stored like that - albeit in what is overall a rather inefficient process, and then the real costs are simply in all those particular (and multiple) thermodynamic losses involved with that too !?
Ah yes Richard, 'cheap renewable sources', so that would be Tokamak Fusion Reactors then ? Give it 20+ years... maybe.
Sadly even then it probably won't be cheaper electricity of course, as folks have profits/shareholders/etc to consider...
Aragorn: then maybe we can use the Hydrogen in Airships instead, and paint them all white and add trunks ?!
Richard, meant to write some ECUs and so will correct it now !
GEMS can be 'the worse' though... ie. Codes that can take ages to manifest themselves properly are its speciality..... ?
and maybe disappear spontaneously too... ?!
p73990: On that smoke test there are you quite sure you injected it on the 'right' side of the butterfly ? Similarly if you crank it very briefly (HT leads off) does any smoke exit out the tail ?
You say the O2 sensors are 0.5 volt different between banks: What are their actual voltages ?
Yes, you could have a leak on the intake manifold and/or an O2 sensor that is slightly 'off' (and its output is maybe temperature dependent too ?), although as a general point I am sure with some ECUs you will know that the related MIL Codes (especially with off/on marginal values) do often take a while to show up - as they have to persist for a certain number of Drive Cycles to actually register on the ECU ? And it all definitely makes these 'odd' faults much harder to resolve...
