mehullica

I'd buy a new intake connector. It's about $100, and you don't have to worry about getting the carbon out. It'll take more time to remove it, clean, and reinstall.

Just install a new part.

Found out you can set the seat memory/mirrors and steering wheel settings to each of the smart keys. when you grab the door handle it will unlock and move everything to whatever you have each key set to.

Why are they charging for 80w90 gear oil when the ES doesn't use it? The diff uses type IV ATF, not gear oil.

If anything the price will go up with time. No Mark Lev yet, to keep price down. No HID's yet. Only 3 packages to choose, in Nor Cal to get the interest developed.

I'm going to get some tacos

Test drove each car today. What an awesome product! The 250 is lacking some power but the 350 rips. Killer sunroof controls and paddle shifting. Even had a led flash by the tach when you hit 5000rpm's to warn you to upshift. The Gen 5 nav system is unreal. Great nav system. Love the cars.

Found a way to disable the vdim, using the parking brake. will need to get the procedure down pat. Post it soon

Because the throwout bearing is slightly contacting the pressure plate when the pedal is not pressed. Just enought contact to make some noise. When the pedel is pressed the bearing has a full load and noise goes away.

Known problem, it's actually the throwout bearing. The clutch fork doesn't pull back all the way and the throwout bearing slightly rides the pressure plate. I put and external return spring on the fork and the noise went away.

Chisel and hammer works well to loosen the plug.

Check the egr valve modulator. Hook up a vacuum gauge between it and the egr valve. Race the motor to 2000rpm. Should have 10-13 inches of vacuum. If not your modulator is failing. If vacuum is good then check the egr valve. Apply vacuum directly to the valve. Engine should run rough. If not the intake manifold is plugged.

Bulb is super easy to change. Just lay down and reach from under the bumper. Takes 1 minute.

Sounds like a bad clutch release bearing or input shaft bearing.

There is a baffle under the pcv area. The grommet shouldn't fall into the cam/lifter area.

Super east to replace. Take out the glovebox and lower black cover. you'll see a aluminum case with 1 connector. 5-6 wires. The controller says BLOWER CONTROLLER on it. All you need is a 10mm socket and screwdriver to do the job.

There is a TSIB for intermittent inoperative back doors for 2004 RX330's. Bad back door ecu's are the problem

Bad blower motor controller. Behind the glovebox, towards the bottom of the evaporator case.

Simply grab the top part of the seatback and pull back. You'll see 2 white clips that snap over the seatback springs. Little tough to get them to come off. The bottom of the seatback has 2 tabs that slip onto the frame.

I'd go for the 1990. More horsepower. Better looks. I don't like the color keyed lower rocker panels on the 1993's.

Bad starter

I put $1100 down on a 12K lease. 2005 es330. Mark levinson, adj. suspension,fully loaded. Pay $471.91 a month.

2 block drains. 1 near the oil filter. 1 near the timing belt tensioner. Both have a 17mm fitting with a 10mm drain petcock.

Have you checked the driveshaft?

Once again, the rotor warp theory. Rotors don't warp. Friction is the mechanism that converts dynamic energy into heat. Just as there are two sorts of friction between the tire and the road surface (mechanical gripping of road surface irregularities by the elastic tire compound and transient molecular adhesion between the rubber and the road in which rubber is transferred to the road surface), so there are two very different sorts of braking friction - abrasive friction and adherent friction. Abrasive friction involves the breaking of the crystalline bonds of both the pad material and the cast iron of the disc. The breaking of these bonds generates the heat of friction. In abrasive friction, the bonds between crystals of the pad material (and, to a lesser extent, the disc material) are permanently broken. The harder material wears the softer away (hopefully the disc wears the pad). Pads that function primarily by abrasion have a high wear rate and tend to fade at high temperatures. When these pads reach their effective temperature limit, they will transfer pad material onto the disc face in a random and uneven pattern. It is this "pick up" on the disc face that both causes the thickness variation measured by the technicians and the roughness or vibration under the brakes reported by the drivers.

With adherent friction, some of the pad material diffuses across the interface between the pad and the disc and forms a very thin, uniform layer of pad material on the surface of the disc. As the friction surfaces of both disc and pad then comprise basically the same material, material can now cross the interface in both directions and the bonds break and reform. In fact, with adherent friction between pad and disc, the bonds between pad material and the deposits on the disc are transient in nature - they are continually being broken and some of them are continually reforming

Sounds like a bad alternator