I felt very conflicted following a quick nighttime Boston-to-New York City drive in this new Jag. It just did not meet my expectations. The car drove nice on the twisty and hilly Merritt Parkway but it was neither the sports car I desired, nor the grand tourer that the XKR was. Something was clearly wrong. Upon reaching my destination I carefully re-read Derek’s reviews and quickly realized that I am an idiot and that this F-Type has failed me in another way altogether.
I read your plea for questions, so I’ll lob you a softball. Why has my 2005 Maxima’s TPS decided to randomly poop out on me after doing a warm start?
Specs: 2005 Nissan Maxima 6MT. 135,000 miles. Electronic throttle. Stock air intake + (new, put in the first time the TPS acted up 3K miles ago) K&N filter. The car’s now on its third owner, having spent its whole life in Evansville, IN, Lexington, KY, and now Louisville, KY. At the rust belt’s frayed fringe, I guess. No surface rust anywhere on the car, though. Electrically speaking, it’s in good shape. (Save the rear ABS sensors… a rant for another day)
Hey Sajeev, I got one for you.
Several engines nowadays are set up to operate on half their cylinders under light-load conditions. Would the design considerations for piston rings vary from those normally used for such cylinders that are only used part-time? The question arises in the context of a 2009 V6 Accord that is currently in the Honda dealer’s shop to have the piston rings replaced at the manufacturer’s expense to cure a continual oil consumption and spark plug fouling problem.
m koonce writes:
Sajeev – you wanted questions, I have questions! First – I love your column. Great advice, and well written. Now my question(s).
- I have a 2009 Nissan Xterra 4wd, X model, 52k miles, and no problems except door squeaks and rubber molding which wont stay attached but that’s trivial. My question is, when should I have a “tuneup” done – i.e., change the spark plugs. Should I wait until Nissan’s recommended mileage (105k miles I think), or do it sooner? And should I replace all the coils at the same time (I presume the truck has a coil-on-plug ignition setup)? What else should I have done at the same time?
- Re: same vehicle: at 36k miles (May 2013) I did a transmission fluid dump and refill at local dealership, and did the same again at 49k miles in May 2014, again at dealership. My plan is to continue this dump and refill procedure every year for as long as I own the truck. Am I on the right track here? I’ve also had all other fluids replaced, except brake fluid which will be replaced when I have a brake job done.
Thanks for your advice, and keep up the good work.
Fans of the Toyota Camry have insisted that unlike lesser American and Korean rivals, their beloved mid-size sedan would never forsake the legendary V6 engine for a puny, profligate two-point-oh-tee. They may need to be ready for a plate full of crow.
TTAC Commentator sundvl76 writes:
Sajeev, reporting back:
You may be interested in this, if for no other reason than to add to your diagnostic toolbox; my experience certainly can’t be unique: Several comments below your post also suggested the motor mount(s) as the problem. I more recently discussed this with a professional wrench acquaintance, who also said that the mounts can be expected to go south after ~80K miles; he suggested using a padded floor jack to lift slightly on the engine during a time when I detected the “rough” idle (the oil pan on this vehicle, and maybe all Duratec engines, is waffled cast aluminum). Bingo! The vibration ceased when I did that. (Read More…)
TTAC Commentator sundvl76 writes:
Your post of 2 Mar 2011 was a great explanation regarding the cause of the “T” joint oil leak I’ve been experiencing. No one on any of the normal Ford sites has been able to pinpoint the problem, so I thank you for the information. (I’d discovered the source, but didn’t know the cause/fix until your post.) TTAC is now on my Favorites list! (Read More…)
It’s been decades since Cadillac produced the “Cadillac” of anything. However, when car buffs dismiss the only American luxury brand left, they fail to see Cadillac’s march forward. 2002 brought the first RWD Cadillac since the Fleetwoood. A year later the XLR roadster hit, followed in 2004 by Cadillac’s first 5-Series fighter, the STS. Not everything was rosy. The original CTS drove like a BMW but lacked charm and luxury fittings. The XLR was based on a Corvette, which made for excellent road manners, but the Northstar engine didn’t have the oomph. The STS sounded like a good idea, but the half-step CTS wasn’t much smaller and ultimately shoppers weren’t interested in a bargain option. That brings us to the new ATS and CTS. Ditching the “more car for less money” mantra, the ATS has been created to fight the C/3/IS leaving the CTS free to battle the E/5/GS head-on. Can Caddy’s sensible new strategy deliver the one-two punch fans have hoped for? I snagged a CTS 2.0T for a week to find out.
TTAC commentator Ian Anderson writes:
Hi Sajeev, I have something here for you and my fellow B&B to ponder over,
Back in May I bought a rust-free 1999 Dodge Dakota Sport (Extended cab, 3.9L Magnum V6, 5speed AX-15 manual, 2WD, 3.21 8.25″ open axle) for $2000 from a guy in South Philly. I bought it so I could take my rusty 1992 Dakota off of the road so my dad and I could fix all of the rust on it. Well now the ’92 is on the road (and growing more rust) and the ’99 is sitting on the street with a supposed ticking time bomb in the trans tunnel. When I bought the truck I was told by the previous owner’s mechanic that the throwout bearing was going out and would need replaced soon. Lo and behold, the next day while beating around in it I had to call AAA when I could no longer shift it (and when the clutch suddenly didn’t do anything, made stopping interesting). $600 later I had a whole new clutch kit and was on my way. (Read More…)
There’s just something about a diesel pickup truck that makes grown men regress into Tonka-loving children. Even my Prius-driving environmentalist friends in Berkeley admit they secretly want a diesel pickup. The problem of course is that diesel pickups are expensive (the cheapest diesel Ram 2500 is $36,975 and it doesn’t have an automatic transmission, the cheapest oil-burning F-250 is $38,250) and, for the majority of us, the high payload and towing capacities are overkill. While economical in a specific sense, the large diesel trucks aren’t “fuel-efficient” either. Until now. Mark your calendars folks, The 2014 Ram 1500 Eco Diesel is the half-ton truck in America sporting a small diesel engine.