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The crankshaft position sensor is an electronic component designed to fine-tune the timing of a vehicles engine. The sensor works with the vehicles on-board computer to ensure the vehicle runs at optimal performance.

Purpose

The crankshaft position sensor monitors the position and speed of the crankshaft to control the ignition system timing. The component aids in variable valve timing by monitoring the movement between the vehicles pistons, valves and the engine, noting the engines revolutions per minute.

Function

Made from magnets and an inductive coil, the crank position sensor is positioned next to the crankshaft. The crankshaft has several pins spaced an equal distance apart which is read and calculated by the magnets within the sensor as the crankshaft spins.

Location

These sensors are located in the lower front of the engine block either directly next to the crankshaft, within the main crank pulley or the flywheel. The crankshaft position sensor can be identified as a long, thin, black cord.

If your old car or truck seems to have a mind of its own as you drive down the road and the steering wheel chatters with every bump, you may need a new pitman arm.

Function

The pitman arm, also called steering arm, links the steering box at the bottom of the steering wheel shaft to the track rod which is attached at the other end to the idler arm. When the steering wheel is turned left or right, a worm gear at the bottom of the steering shaft turns a set of teeth. That action moves a gear that activates the pitman arm, causing the steering linkage to move the wheels.

Types

The steering arm is part of an older recirculating ball steering system which is still used primarily in some full-size SUVs and trucks as compared with the smoother-handling rack and pinion steering mechanism more commonly used in automobiles.

Benefits

A properly functioning pitman arm precisely directs the movement of all the other steering links, limits wheel wobble on bumpy surfaces, assures full wheel turning radius and helps to reduce steering wheel vibration.

The oxygen sensor in a car is now an integral part of the exhaust system. Although it has been around for many years--since the implementation of On-Board-Diagnostics II in 1996--the amount of oxygen sensors per car has doubled. Finding them for replacement is now much trickier.

Location

The oxygen sensors are located directly in the exhaust system, usually by portholes that the sensor screws into on the exhaust pipes--and in some cases, on the exhaust manifold. The exterior portion of the sensor provides a wire and plug that plugs the harness into the ECU and transmits the voltage for monitoring.

History

Designed in the 1960s by a Robert Bosch, the oxygen sensor in a car made its first introduction in the late 1970s on a Volvo that also introduced the 3-way-catalyst system. By 1981, to reduce emissions, all vehicles were being manufactured with catalytic converters.

Function

The function of the oxygen sensor (also known as the Lambda sensor) is to monitor the amount of fuel-to-air mix in the combustible engine of a vehicle. The sensor transmits voltage and the engine management computer (ECU) monitors the ratio. There is an ideal ratio--when a sensor fails or there is an internal problem with the engine, more pollutants emit from the exhaust.

Types

The older sensors were "unheated" sensors. Since they do not transmit voltage until their internal temperature reaches 600 degrees Fahrenheit or more, this allows a period of time in between the ECU being able to monitor the sensor. "Heated" sensors are common today, have extra wires for the heating element and assist in heating the sensor more rapidly.

Considerations

If replacing an oxygen sensor, a direct-fit replacement is far superior to the "universal" sensor which would require cutting, identifying and splicing the wires of the sensor. The direct-fit sensor provides the necessary wires and plug to fit the plug of the wire harness easily.

Inverted lug nuts are often used in high-speed auto racing. They have a unique design that is very different from a traditional lug nut, and this design fulfills a very specific function when installed.

Identification

Inverted lug nuts are similar to regular lugs nuts except they are concave (curved inward) at the end; traditional acorn lug nuts are convex (curved outward). Additionally, acorn lug nuts have a smooth, rounded tip that forms a 60 degree angle, whereas inverted lug nuts do not.

Uses

These types of lug nuts can be used as a replacement for a vehicles original lugs when they have been damaged or lost. They are usually engineered to the exact specification of the wheels of a particular vehicle and are theore not interchangeable with lugs from other vehicles.

Types

These lug nuts come in most of the designs that are used in racing vehicles. For example, they can be found with heptagonal (seven-sided) heads or mag shank heads. They also come in various sizes for different wheel types.

The Chrysler Concorde began production in 1993 and ran until 2004. The Concorde is a four-door sedan that comes with an automatic transmission. If your 1997 Chrysler Concorde isnt starting after the engine gets hot, you might have a problem with your cooling system. You dont have to be a car mechanic to figure out what is wrong with your Concorde. You can figure it out yourself.

Instructions

1

Turn the Concorde off and remove the key from the ignition. Allow the car to sit for about three to four hours so the engine cools. Open the hood to the Concorde to allow the engine to cool quicker.

2

Locate the coolant tank on the left side of the engine. Look on the side of the coolant tank for the fill lines (labeled "coolant"). They will be translucent so you can see how much coolant is inside the tank.

3

Use a funnel to fill the tank with more coolant. You can find coolant at a local department store or at an auto shop. Fill the tank to the fill line with 50/50 coolant.

4

Look underneath your Concorde to look for any coolant leaks, which could be from the water pump. Get a mechanic to look over the water pump and make sure it does not need replacement.

A trailing arm bushing is a connector that is used in automobile suspension. The bushing helps connect the rear axle of the car to the rest of the transmission system.

Significance

A trailing arm suspension is a type of car suspension; one or more connective links hook the cars chassis to the rear axle of the car. The trailing arm bushing is a special type of dampener that is made out of rubber. It is located between the connecting rods and the rear axle.

Function

The main function of a trailing arm bushing is to dampen the energy that is transmitted between the connecting rods and the axle. The bushing is located between the outside of the rod and the sheaths in which they sit. This allows the parts to connect to each other without grinding. The bushing can also minimize noise and vibration.

Considerations

Most trailing arm bushings are made out of rubber. This makes them more prone to deterioration than bushings that are made out of stronger materials. The natural flexibility of rubber can also cause a slight degradation in the vehicles handling during intense driving conditions. Polyurethane bushings are usually a better choice, due to their increased durability and slightly higher hardness.

The slide hammer is a very specialized tool that has several different uses for repairing an automobile. This sliding weight tool can be used by a body repairman or someone pulling apart the inner workings of a wheel assembly.

Description

A slide hammer consists of a pole-like shaft and a donut-shaped weight that slides down the pole. At one end of the pole there is a round attachment which prevents the weight from sliding off the end of the tool. The other end of the slide hammer is the attachment end, where a threaded bolt and nut allows the tool to be connected with a rear axle seal or hooked into a damaged car body.

Rear Axle

Since a rear axle oil seal is pressure-fitted, replacing a bad one requires use of a specialized force. While one end of the slide hammer is used to grip the seal, the sliding weight is slammed hard against the other end of the tool. The donut end piece keeps the weight in place and after a few strong pulls on the weight, the part usually comes free.

Body repair

Instead of pulling apart the rear axle assembly, a slide hammer can be used to pull out dented or pushed-in body sections, like a fender or door panel. First a small hole must be made in the body part, but if the dented piece can be pulled back out to its original shape, then the workman can repair the damage without replacing body parts.

Quick exhaust valves are used on certain mechanical parts to speed the reaction time of each part. These valves exhaust air into the atmosphere rather than through another valve, and are also commonly used in plumbing and engineering applications.

Use in Air Cylinders

Quick exhaust valves increase the speed cycle on single- or double-acting air cylinders. Compressed air moves from the valve to the cylinder when the valve is shifted, then from the cylinder to the atmosphere. Installed at the cylinders ports, this valve may come with mufflers to dampen the sound.

Use in Clutches and Brakes

Quick exhaust valves provide quick response when clutches are shifted and brake pedals are used. Used in conjunction with an actuator, these valves relieve the pressure forces when brakes are pushed, sending the compressed air into the atmosphere rather than through another valve. Through a heat barrier plate, the actuator and valve assembly are protected from extreme temperature.

Other Applications

This valve is also used as a flow control valve to obtain speed control in cylinder ports, or as a shuttle valve. As a shuttle valve, the quick exhaust valve is used in two separate pressure lines that go to one destination.

Car engine pistons stroke up and down with the spark plug firing once for every four strokes. Each spark plug fires at a different time, providing balanced power as the engine runs. Firing order describes the sequence the pistons fire in.

Coil

The coil provides the electrical energy to make a spark. It delivers the energy to the ignition control system, which on older vehicles is a mechanical device called a distributor. Newer vehicles use advanced electronics to distribute the spark to the cylinders.

Cylinder Firing

The ignition control system delivers the spark to a cylinder at the exact moment the cylinder is ready to fire. The piston is nearly at the top of its compression stroke and the intake valve is closed. Each piston is ready to fire at a different time.

Firing Order

As the engine turns, each piston reaches the top of its compression stroke and fires in an exact order that provides the engine mechanical balance. Chevrolet 307 V-8 engines have a cylinder firing order of 1-8-4-3-6-5-7-2. The front right cylinder is cylinder No. 1. The front left cylinder is cylinder No. 2. The second cylinder on the right is cylinder No. 3 and so on.

While driving on slippery roads, drivers usually arent thinking about the decreasing value of their vehicle. Although road salt helps to increase the traction an automobile gets on wintry or wet roads, it can cause significant problems for a vehicle. However, car owners can use a variety of methods to decrease the effects road salt has on their car.

Paint Erosion

One common problem caused by road salt is car paint erosion. Although this may not happen over night, continued interaction with road salt can destroy the paint on a car over time. Modern automotive paint is better than it was decades ago; and improved primers and corrosion-resistant coatings decrease the impact road salt has on vehicles. Even with better paint, owners and their vehicles fall victim to the winter road warrior otherwise known as road salt. After a few winters, drivers may find they need a new paint job.

Corrosion

Another more serious problem caused by road salt is rusting. Although the paint serves as a protective layer for the metal of a vehicle, other areas of exposed metal, such as underneath the car, become victims of road salt. Over time, road salt can even eat through the vehicles paint and get to the metal underneath. Even though rust is not usually a safety factor, it can be quite expensive to fix. Once rust forms, it usually spreads. Because of this, its best to deal with rust before it occurs.

Structural Damage

What makes structural damage so severe and dangerous is that it occurs out of sight. Sometimes, the paint of a vehicle appears normal, but road salt has begun to eat away at the undercarriage of the vehicle. The undercarriage is at the highest risk level for road salt damage because it is constantly exposed to road salt -- being so close to the road -- and it does not feature a protective layer of paint, unless specially added. Structural damage, such as severe rusting, can be very expensive to fix and can cause safety hazards.

Prevention

The best way to prevent road salt damage is to wash the vehicle frequently. Washing a vehicle can remove salt from out-of-sight places. The undercarriage is especially important to wash because of frequent salt build-up. Parking a vehicle in a warm place, where the ice melts, can accelerate the damage caused by salt. To help prevent damage from road salt, a driver should wash her car about once a week. Waxing the car before winter comes will add a layer of protection as well.

The tailpipe of your vehicle extends off the muffler. It is not uncommon to see smoke coming from the tailpipe, which is the last component and exit of a vehicles exhaust system. Smoke is not always a cause for concern, but always note the color. Color and odor of the exhaust smoke are sometimes the first clues in diagnosing problems with the vehicles exhaust and cooling systems.

White Smoke

Every vehicle is likely to show a small amount of white smoke when first started, especially on cold mornings. As long as the smoke disappears as the engine warms up, there is no need to worry. Its the result of cold fuel and steam as the manifold heats up, and the white is actually the steam burning off.

Coolant Leaks

Theres a more serious problem if your vehicle continues to emit white smoke after it is fully warmed up. This indicates the presence of either water or coolant antifreeze in the combustion chamber. Since these substances are not supposed to be burned during internal combustion, they can cause serious problems with your engine -- often indicating a damaged head gasket -- that are costly to repair.

Checking for Leaks

The odor of the smoke can indicate if you have a coolant leak. If antifreeze is present in the combustion chamber, the white smoke will have a sweet smell. Also check your oil. Milky oil indicates the presence of coolant but can also mean nothing; heavy humidity can cause moisture to form in the crankcase, resulting in a similar symptom. Do not attempt to drive your car if the oil looks more like a milkshake than motor oil, as this is a sign of excessive water or coolant in the oil.

Moisture

Water coming from the tail pipe is usually nothing to be concerned about. It indicates condensation buildup, or is the byproduct of the steam when first starting the vehicle. Most exhaust systems dispel small amounts of water through the tail pipe. Water from the muffler itself is also a normal occurrence, and is likely coming from the weep hole. This water is a byproduct of the catalytic converter, which helps control the vehicles emissions.

Ford equipped the 1992 Bronco XLT with a 4.9-liter V-6 engine bolted to a five-speed manual transmission as standard equipment. A four-speed automatic transmission was an option, along with the choice of a 5.0-liter or a 5.8-liter V-8 engine. Use a hand-held scan tool such as Fords Self-Test Automatic Readout tester or an equivalent on your Bronco XLT to access the on-board diagnostics.

Data Link Connector

OBD2 came about in 1996 because of the Environmental Protection Agencys Clean Air Act. Prior to that, the on-board diagnostic system was not standardized and each manufacturer had its own system of diagnostics accessed through a data link connector mounted somewhere on the vehicle. Access the OBD system on your 1992 Bronco through the DLC located in the engine compartment. The DLC is mounted on the driver-side wheelwell on the front side of the shock tower.

Many people lack the knowledge in knowing the difference between marine and car engines. The main difference occurs because of the environment each engine functions within -- water for the marine engine and the road for the regular passenger car. Generally, boat engines have more complexity and modifications, which allow them to hold up better under harsher circumstances. A number of systems and components have been added or modified in boat engines to boost their performance, ensure safety and resist the corrosive effects of water.

Cooling Systems

The water-circulating pump on a marine engine functions in an "open" cooling system where the pump draws raw or outside water into the engine, unlike a "closed" cooling system in a car engine, which has anti-freeze or coolant constantly contained. The marine engine expels incoming water overboard through an exhaust port when it finishes with it. Marine pump impellers usually have a ceramic seal, a backing plate of stainless steel and a bronze or rubber impeller that resists corrosion from fresh or saltwater. Car water pumps have regular steel impellers that would corrode in a marine environment.

Electrical Systems

Car engines typically expel fuel vapors from the engine compartment to the outside air through numerous openings in the chassis. Boats have sealed engine compartments, which hold fuel vapors within a closed engine box or engine room. A boat engine has special seals, insulation and extra vents on the starter, distributor and alternator. Boats have bilge ventilator fans to evacuate dangerous fuel vapors in the engine compartment -- a procedure used before starting the boat engine. Boat engines risk explosion from any stray or leaking spark.

Fuel Systems

Most boat engines come equipped with carburetors that have J-type fuel bowls. These bowls have special features and construction that allow for heavy vibrating, pitching up and down and yawing from side to side. Otherwise the fuel would be splashed out of the fuel barrels. Car carburetors typically have box-like or round fuel bowls that keep the fuel level constant for the lesser angles that the car experiences during driving.

Power and Torque

Boat engines have to deliver most of their power or torque during the lower end of the throttle range. Therefore they use a single forward transmission gear to propel the boat from a standing stop to full throttle. The boat engine camshaft lobes are ground to increase horsepower at lower levels, rather than high rpm. Boat engine valves must be timed to shorten the overlap between the exhaust and intake when they open at the same time. Otherwise water can be drawn back into the combustion chamber from the exhaust, severely damaging the engine.

Engine Construction

Boat engines use heavier constructed truck engine blocks, which have crankshafts held by a four-bolt main cap system. Car engines typically have two-bolt main caps, since they experience less stress and power demands. This means that the boat engine main bearings, rod bearings and camshaft bearings will be heavier in construction. A boat engine does not have the luxury of cruising over a hard surface like a car engine; boat engines always perform under constant load, putting more stress on the main engine parts.

Exhaust systems

Many boat engines have "wet" exhaust manifolds. A wet exhaust manifold has a regular manifold which has ports to expel burnt exhaust gases, but also has an internal water pipe that cools the exhaust gases so they do not reach critically high temperatures. Boat exhaust manifolds reach higher temperatures than car exhaust manifolds because of their enclosed nature and need to run much harder under load. Car exhaust manifolds run much cooler because of the incoming air drafts that circulate inside the engine compartment.

Gaskets

Boat engine gaskets have special, high-quality construction that make them resistant to higher temperatures and saltwater corrosion. They must also seal better than car engine gaskets, since they exist in a water environment where moisture causes heavy rust and deterioration.

Automotive mufflers come in several shapes and sizes. They vary from universal replacements to performance mufflers. Direct fit mufflers are those that best match your cars original muffler in size, shape and hanger placement.

Size

There are two elements to the size of a muffler. The first is the size of the pipe inlet and outlet. The more closely these match those of your original muffler, the easier it is to install. The second size factor is length. A direct fit muffler should be the same length as your OEM muffler.

Shape

A direct fit muffler should be the same shape as your original muffler. Whether your original is round or oval, it is designed to fit into a specific area on the underside of your vehicle.

Hanger Placement

A muffler is held in place by hangers. The direct fit muffler should have fasteners or brackets that fit the original hangers that come with your vehicle. This makes installation quick and easy, and eliminates the need for costly modifications or additional hangers.

One of the oldest axioms among car guys is that an engine is essentially a giant air pump. While not technically accurate, this at least gives some idea of how the internal combustion engine works; air goes in, combines with fuel in the combustion chamber, burns and exits as exhaust gas. The manifold is just one of several air-handling devices on the engine.

Manifold Purpose

Derived from the Latin root words for "many" and "fold," a manifold is essentially a chamber designed to distribute air to the cylinders. A manifold has two basic parts, the plenum (central chamber) and the runners (the passages that lead from the plenum to the individual cylinders). Air enters the plenum through a carburetor or throttle body, then the individual pistons suck that air into the cylinders as need be.

Wet vs. Dry Flow

These terms refer to the manifolds intended application. A wet-flow manifold is one that carries both air and fuel, and a dry-flow manifold carries only air. Youll find wet-flow manifolds underpinning carbureted and throttle-body injected applications, which squirt fuel into the plenum. Multi-point fuel-injection systems typically use dry-flow manifolds, because they use fuel injectors to introduce fuel directly into the cylinder head instead of into the manifold. Dry-flow manifolds are generally more efficient, since engineers dont have to worry about the air and fuel separating around bends in the runners.

Runner and Plenum Size

Generally speaking, a smaller plenum and longer, narrower runners will enhance low-rpm torque; large plenums and short, fat runners bias more toward top-end horsepower. This works in part because the small plenum and longer runners force air to speed up as it travels to the cylinders, which fills the cylinders more quickly. However, those longer runners will ultimately limit airflow, which hinders absolute, high-rpm horsepower potential.

A catalytic converter is an exhaust emissions device that is part of a vehicles exhaust system. In charge of lowering the exhaust emissions that exit a vehicles tail pipe, a catalytic converter can negatively impact vehicle performance if it goes bad or stops working properly. What follows is a brief list of the most common signs of a bad catalytic converter.

Reduced Exhaust Flow

A major sign of a plugged up and/or bad catalytic converter is reduced exhaust flow measured at the vehicle tail pipe. Engine exhaust must travel through a catalytic converter before exiting the tail pipe; a bad catalytic converter can block and/or impede exhaust flow.

Reduced Engine Power

If a bad catalytic converter seriously impedes the flow of a vehicles engine exhaust flow, reduced engine horsepower can occur. This is due to the increase in engine exhaust back pressure that results whenever engine exhaust flow is impeded and/or reduced.

Reduced Exhaust Pipe Temperature

It is common for a bad and/or plugged catalytic converter to cause abnormally low exhaust pipe temperatures on the backside of a catalytic converter. As engine exhaust exits an engine and travels down the exhaust system and through the catalytic converter, the exiting exhaust flow can be restricted enough to cause significantly reduced exhaust pipe temperatures between the catalytic converter and the tail pipe.

Increased Hydrocarbon Emissions

Catalytic converters work by reducing the levels of hydrocarbon emissions exiting a vehicles tail pipe. A bad catalytic converter can lose its emissions-lowering capabilities and cause an increase in exhaust hydrocarbon emissions, a condition that is normally picked up when a vehicle is undergoing a routine smog inspection.

Reduced Fuel Economy

Any obstruction and/or abnormality in a vehicles exhaust system has the potential to reduce vehicle gas mileage by creating exhaust back pressure within a vehicles engine. A bad catalytic converter can cause a reduction in vehicle fuel economy if it restricts the flow of engine exhaust to the point of causing a marked increase in engine exhaust back pressure.

C3, also abbreviated CCC, stands for Computer Command Control. For GMC and all General Motors vehicles predating 1996, the C3 system encompasses a vehicles Electronic Control Module and the engine-related diagnostic system.

First Generation On-Board Diagnostics

In 1996, the Environmental Protection Agency made vehicle diagnostics standard for all makes and models. Before this policy became law, automotive manufacturers used their own unique diagnostic systems. For all General Motors vehicles, the process of access trouble codes differs among Fords, Chryslers and other vehicles. Collectively, this is now known as OBD-I. Everything after 1996 operates under OBD-II standards.

C3 Flash Codes

Once a GMC vehicles ECM detects a problem, a diagnostic trouble code is created. Accessing these codes requires putting the GMC into a self-testing procedure. This can be done by connection the "A" and "B" slots on the GMCs data outlet, which is located directly beneath the steering wheel. Once the ignition key is turned to "On," the codes will be relayed through a flashing check engine light.

Deciphering Flash Codes

General Motors flash codes are numbers comprised of two characters. The first number is represented by a long flash, and the second number is conveyed with shorter flashes. For example, GM code 26 will be two flashes followed by six brief flashes. Code 12 is flashed at the beginning of a self-testing procedure. It does not correspond with a diagnostic problem.

Looking up GM Flash Codes

The system will flash only the codes themselves. When using the self-test procedure, an owner will need to locate definitions for General Motors flash codes. These definitions can be found easily online (See Resources). However, a GMC-focused Haynes or Chilton repair manual also will contain the needed definitions. A GMC owners manual will not feature these definitions.

The name "Camry" is an anglicized interpretation of the cars original nomenclature "Kanmuri," which means "crown" in Japanese. Little could Toyota have known when it introduced the car in 1982 how appropriate that name would become, as the Camry would eventually be crowned the king of compact sedans in America.

Ignition Function

The basic purpose of any automobiles ignition system is to ignite the air/fuel in the cylinders. Three basic parts comprise the ignition system: the triggering mechanism that sends energy to the spark plugs, the ignition coil that amplifies the triggering energy to create a powerful spark and the spark plug that receives that energy to make the air/fuel mixture detonate. The shorter the distance between the ignition coil and plug, the less energy the system loses through resistance in the wire.

Coil Pack Ignition

Ideally, a spark plug should be connected directly to the ignition coil so that every bit of the coils energy goes into creating a spark. This wasnt practical on older, distributor-driven cars; the distributor itself was the weak link in the system, so the gains would have been minimal. It wasnt until the mid-1980s that computers and magnetic sensors were cheap enough, powerful enough and sophisticated enough to detect crankshaft position and trigger the coil without a distributor. Once these were mass-produced, manufacturers began using a computer to trigger multiple coils in a "coil pack." Each coil provided energy to two cylinders.

Direct Ignition

Direct ignition is an evolution of coil-pack ignition and uses a single coil mounted directly to the back of the spark plug instead of one coil for every two cylinders. Direct ignition is the most theoretically perfect ignition possible with todays technology, offering a very powerful, computer-controlled spark without relying on a single moving component. The Camry doesnt actually use a coil pack; it has direct ignition with one small coil-pack-style coil per cylinder.

Failure

One of the direct ignition systems strongest trump cards is that it uses solid-state technology. There are no moving parts to wear out; even the crankshaft position sensor is fully magnetic, so it cant wear out through normal use as a mechanical component would. Aside from computer failure, the only way that a direct ignition system can fail is if the coil itself internally shorts out or something happens to the wiring between the coils and the computer.

If you suspect ignition coil failure, simply unplug the wiring harness from the top of the plug and see if the engine changes pitch or idle quality. Of course, the Camrys on-board diagnostics system will already have detected a coil malfunction and triggered a check engine light, so this might action might not be necessary.

A single pole double throw, or SPDT, relay is the most common type of relay used in the automotive industry. This relay has multiple pins and is commonly located alongside fuses and other relays in automotive applications. In a 1999 Mercedes-Benz ML320, there are two locations for the SPDT relays. The primary relay location is on the right side of the engine compartment, inside the main fuse box. The second location is above the passenger side foot well. The primary engine fuse box contains relays for the anti-lock brakes, ignition system, cooling fans, and other primary systems. The secondary fuse box contains relays for most of the interior systems, such as the radio and door locks.

Instructions

Primary Fuse Box

1

Turn off the ML320s engine and open the hood.

2

Shine a work light in the back-right corner of the engine, near the firewall.

3

Locate the primary fuse box. It is a large black box, made from high impact plastic.

4

Release the snaps on the box cover. Remove the cover to expose the relays and fuses inside the fuse box. A diagram is printed on the underside of the cover detailing the function and location of each fuse and relay within the box.

Secondary Fuse Box

5

Open the front passenger door.

6

Shine a work light underneath the dashboard.

7

Look on the upper right side of the foot well area. The secondary fuse box is mounted on the upper-right side of the foot well area. This box is a smaller, square box made from the same black plastic.

8

Remove the black cover on the secondary fuse box by depressing the plastic locking tabs. There is also a diagram on the underside of the secondary fuse box cover that details the locations of the relays and fuses within the secondary fuse box.

At first glance, tire size numbering can be confusing. You may wonder if a 265/75/15 tire is interchangeable with a 265/75/16 tire. Once you understand the tire sizing format, it will become apparent what tires are compatible with your rim size.

Rim size

The most important information about tire interchangeability is the rim size, which is the last number in the display. For a 265/75/R15 tire, the R15 signifies a 15-inch rim. A 265/75/R16 tire is for a 16-inch rim and will not fit a 15-inch rim.

Tire section width

The first number in the tire size after the letter signifies a tire section width. If the number is 265/75/R15, this means the width is 265 millimeters.

Sidewall aspect ratio

The number after the first slash in the tire size is the sidewall aspect ratio. For example, the tire 265/75/R15 has a sidewall that is 75 percent of the width. It is indicates the height of the tire from where it connects to the rim to the tread.

Tire Lettering

Tire type is the first character in the display, such as P265/75/R15. P signifies use on a passenger car. LT signifies light truck tires, T a temporary spare tire. An LT tire of the same size as your previous P tire could be used as a temporary replacement, but this is not recommended.