The Fuel-cut TSB is HERE !!!
04-19-2001, 07:38 PM
#81
Senior Member
Join Date: Nov 2000
Posts: 206
I had the TSB done today.
The sheet said Warranty work, $31. It took 90 mins. (with oil change)
They didn't even have the curtesy to check my tire pressure.
They were curious as to how I knew of the TSB.
I reminded them that I complained of the 1st gear bucking a year ago.
Can't say yet if it works.
The sheet said Warranty work, $31. It took 90 mins. (with oil change)
They didn't even have the curtesy to check my tire pressure.
They were curious as to how I knew of the TSB.
I reminded them that I complained of the 1st gear bucking a year ago.
Can't say yet if it works.
04-20-2001, 06:42 AM
#82
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Originally posted by martinf
I had the TSB done today.
They were curious as to how I knew of the TSB.
I had the TSB done today.
They were curious as to how I knew of the TSB.
Used properly, the Internet is the consumer's best friend.
04-20-2001, 09:32 AM
#83
Member
Join Date: Dec 2000
Posts: 91
Had the ECU upgrade done yesterday to correct the false emissions flag I got previously.
I haven't driven too much with the new program, but just from the initial 40-50 miles.. I am much happier with the high end engine shift.. it feels more responsive.
I have yet to be stuck in bumper to bumper LI traffic to check the low end response.. but I am a bit happier over all. Plus no more false service engine soon lights
As a side note I had the ticking blower moter.. and they installed a new one for me instead of the cover. Their experience was that the ticking would get louder with time and eventually overpower the dampening of the foam "band-aid".
- Bryan
I haven't driven too much with the new program, but just from the initial 40-50 miles.. I am much happier with the high end engine shift.. it feels more responsive.
I have yet to be stuck in bumper to bumper LI traffic to check the low end response.. but I am a bit happier over all. Plus no more false service engine soon lights
As a side note I had the ticking blower moter.. and they installed a new one for me instead of the cover. Their experience was that the ticking would get louder with time and eventually overpower the dampening of the foam "band-aid".
- Bryan
04-21-2001, 08:04 AM
#84
TSB in Canada ...
Ok .. I went in 2day 2 get the work done ... it's not applicable in Canada yet ... 
He said that it could b:
1. Not enuff complaints in Canada ... thus not applicable
2. It just takes a lot longer 2 get things going here ...
I'm going 2 call Nissan Canada next week & c what's up!
He said that it could b:
1. Not enuff complaints in Canada ... thus not applicable
2. It just takes a lot longer 2 get things going here ...
I'm going 2 call Nissan Canada next week & c what's up!
04-21-2001, 08:10 AM
#85
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Re: TSB in Canada ...
Originally posted by ohboiya
Ok .. I went in 2day 2 get the work done ... it's not applicable in Canada yet ...
He said that it could b:
1. Not enuff complaints in Canada ... thus not applicable
2. It just takes a lot longer 2 get things going here ...
I'm going 2 call Nissan Canada next week & c what's up!
Ok .. I went in 2day 2 get the work done ... it's not applicable in Canada yet ...
He said that it could b:
1. Not enuff complaints in Canada ... thus not applicable
2. It just takes a lot longer 2 get things going here ...
I'm going 2 call Nissan Canada next week & c what's up!
04-21-2001, 09:53 AM
#87
trust me ...
no ... whenever I drive thru the US ... I'm always amazed @ how disciplined drivers r ... they respect the passing lanes ... actually stick 2 the posted speed limits ... of course ... this is on the major interstates .. I don't know what drivers r like in the cities ...
Originally posted by Green 2kSE
Maybe you have better drivers!
Maybe you have better drivers!
05-07-2001, 11:07 PM
#89
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Originally posted by blackmax2000
Do you have to get this fix under warranty, or will it be covered if your warrenty is expired?
Do you have to get this fix under warranty, or will it be covered if your warrenty is expired?
05-08-2001, 05:21 AM
#90
Old Fuddy Duddy
Join Date: Feb 2001
Posts: 2,712
Re: trust me ...
no ... whenever I drive thru the US ... I'm always amazed @ how disciplined drivers r ... they respect the passing lanes ... actually stick 2 the posted speed limits ... of course ... this is on the major interstates .. I don't know what drivers r like in the cities ...
if you think US drivers are diciplined I hate to see what your drivers are like. Maybe you would feel at home in Cincinnati where today I say two people fighting for a spot on the highway and take each other out because neither was going to back down. Its stop and go traffic for crying out loud!
05-08-2001, 10:26 AM
#92
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Location: City of the Fallen Angel, CA
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Re: It should only take .5 hour(s)
Originally posted by opimax
and if you have complained in the past of this you have a "history" and they will probably take care of you, and Nissan NA will probably "help" if the dealer doesn't
Mark
and if you have complained in the past of this you have a "history" and they will probably take care of you, and Nissan NA will probably "help" if the dealer doesn't
Mark
08-25-2001, 10:41 AM
#93
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Posts: n/a
Originally posted by freeze00
what about us canadians. I hope nissan of canada will be informed about this problem and proceed accordingly. Let me know if anyone up north has contacted their dealer, and what they said or know about this. Thanks. Freeze00
what about us canadians. I hope nissan of canada will be informed about this problem and proceed accordingly. Let me know if anyone up north has contacted their dealer, and what they said or know about this. Thanks. Freeze00
I am pleased to say that the reprogramming has virtually eliminated the surging. My Max is now driveable. The dealer was appreciative and said he would inform all the necessary parties of the result.
Don't give up! Great car Heh!
08-25-2001, 11:16 AM
#94
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Originally posted by David Shankie
Hello fellow Canadians. I immediately noticed the surging soon after receiving my 2001 SE manual trans. It was returned to the dealer and they found nothing on their computer checks. I then found this site with the reference to TSB 18. I made the dealer aware of this TSB but he immediately discounted it because it was a US web site for US Maximas and it had nothing to do with my Canadian Max. I tried once more with the same result. Finally I E-mailed the service manager this web site, encouraged him to review it, and demanded that the dealership and Nissan Canada try this TSB. The next time I went to the dealer they were prepared to do the reprogramming.
I am pleased to say that the reprogramming has virtually eliminated the surging. My Max is now driveable. The dealer was appreciative and said he would inform all the necessary parties of the result.
Don't give up! Great car Heh!
Hello fellow Canadians. I immediately noticed the surging soon after receiving my 2001 SE manual trans. It was returned to the dealer and they found nothing on their computer checks. I then found this site with the reference to TSB 18. I made the dealer aware of this TSB but he immediately discounted it because it was a US web site for US Maximas and it had nothing to do with my Canadian Max. I tried once more with the same result. Finally I E-mailed the service manager this web site, encouraged him to review it, and demanded that the dealership and Nissan Canada try this TSB. The next time I went to the dealer they were prepared to do the reprogramming.
I am pleased to say that the reprogramming has virtually eliminated the surging. My Max is now driveable. The dealer was appreciative and said he would inform all the necessary parties of the result.
Don't give up! Great car Heh!
08-25-2001, 11:45 AM
#95
Hey David,
Which dealership did you go to?
I'm in Toronto, ON
Which dealership did you go to?
I'm in Toronto, ON
Originally posted by David Shankie
Hello fellow Canadians. I immediately noticed the surging soon after receiving my 2001 SE manual trans. It was returned to the dealer and they found nothing on their computer checks. I then found this site with the reference to TSB 18. I made the dealer aware of this TSB but he immediately discounted it because it was a US web site for US Maximas and it had nothing to do with my Canadian Max. I tried once more with the same result. Finally I E-mailed the service manager this web site, encouraged him to review it, and demanded that the dealership and Nissan Canada try this TSB. The next time I went to the dealer they were prepared to do the reprogramming.
I am pleased to say that the reprogramming has virtually eliminated the surging. My Max is now driveable. The dealer was appreciative and said he would inform all the necessary parties of the result.
Don't give up! Great car Heh!
Hello fellow Canadians. I immediately noticed the surging soon after receiving my 2001 SE manual trans. It was returned to the dealer and they found nothing on their computer checks. I then found this site with the reference to TSB 18. I made the dealer aware of this TSB but he immediately discounted it because it was a US web site for US Maximas and it had nothing to do with my Canadian Max. I tried once more with the same result. Finally I E-mailed the service manager this web site, encouraged him to review it, and demanded that the dealership and Nissan Canada try this TSB. The next time I went to the dealer they were prepared to do the reprogramming.
I am pleased to say that the reprogramming has virtually eliminated the surging. My Max is now driveable. The dealer was appreciative and said he would inform all the necessary parties of the result.
Don't give up! Great car Heh!
08-26-2001, 09:20 AM
#96
Guest
Posts: n/a
Re: Comments and acknowledgments . . .
Yes, this Full Cut problem is significantly reduced by the re-programming of the ECM. Both my wife and I were seriously unhappy with all the "jerking around" at low revs in first gear. Our dealer here in Canada said, "Drive it and the problem should disappear." Well it didn't! I copied the TSB and took a copy to the dealer..."That's an American TSB, you have a Canadian vehicle." I contacted Nissan Canada...same message, "Your vehicle is Canadian emissions certified; doesn't apply to your vehicle. Hmm, said I...the emissions certification label indicates California!
I kept pressing for resolution and finally the service manager (who was a bit annoyed that I had contacted Nissan Canada to complain - which of course was referred back to the dealer - and that I had information they new nothing about) agreed to have the car in to check the ECM programme. Well, guess what...the tech hooked up the computer programming unit with the ECM programing module card and lo and behold there was an update for my ECM, and it had exactly the part number noted in the TSB.
We have noticed NO adverse consequences of the ECM re-programming and that nasty jerking is MUCH reduced. Perhaps still a tiny bit twitchy, but we're both happy. After 22 years of automatics (Pontiac Lemans - yucch; Mazda MPV - not bad for a family van) it is a joy to get back to car you can actually DRIVE! Takes us back to our 1972 BMW 2002...and our friend with a BMW 325i loves the SE 20th Anniversary!
I kept pressing for resolution and finally the service manager (who was a bit annoyed that I had contacted Nissan Canada to complain - which of course was referred back to the dealer - and that I had information they new nothing about) agreed to have the car in to check the ECM programme. Well, guess what...the tech hooked up the computer programming unit with the ECM programing module card and lo and behold there was an update for my ECM, and it had exactly the part number noted in the TSB.
We have noticed NO adverse consequences of the ECM re-programming and that nasty jerking is MUCH reduced. Perhaps still a tiny bit twitchy, but we're both happy. After 22 years of automatics (Pontiac Lemans - yucch; Mazda MPV - not bad for a family van) it is a joy to get back to car you can actually DRIVE! Takes us back to our 1972 BMW 2002...and our friend with a BMW 325i loves the SE 20th Anniversary!
01-23-2002, 09:15 AM
#97
Guest
Posts: n/a
Re: Fuel Cut Described in Detail
I'm just curious, having read your post, when does the idle control VALVE ever close? Seems it never does.
Originally posted by Bigk200
The 2K Maxima is designed to accelerate aggressively with only a slight movement of the gas pedal. The way that Nissan achieves this is by simultaneously dumping a huge amount of auxiliary air into the engine via the idle control valve. Nissan Engineers probably did this to “wind up” the automatic transmission torque converter as quickly as possible in order to make the car very quick off the line.
The aggressiveness of this air dump is VERY new to the 2000 Maxima design. In fact, the entire intake system (including the idle control valve) is different from the 1999 model. In addition, the ECM was redesigned for year 2000.
The large amount of air that is dumped into the engine via the idle control valve is not a huge problem at first, except that it’s possible to run over a pedestrian. However, the extra air ends up being a problem when slowing down because the idle control valve is not subsequently closed as the gas pedal is released.
The “fuel-cut” scenario goes like this:
The driver steps on the gas to accelerate, and the idle control valve opens to assist with the acceleration. The increased voltage on the TPS (throttle position sensor) provides an “advance notice” to the computer to expect additional air. This expected additional air is then matched with additional fuel from the injectors. The computer then watches the mass air flow sensor signal to verify that the additional air really did arrive, and if a major discrepancy is detected between the TPS signal and the mass air flow sensor, the check engine light will be illuminated. Ultimately, the mass air flow sensor (and exhaust sensors to some extent) have final control over the amount of fuel that is injected into the engine. The TPS only provides “advance warning” to the computer and does not ultimately control this process.
And so, after the engine has accelerated and the car is traveling at some higher speed, the driver will eventually want to slow down. The most obvious way to do this is to just ease off the gas pedal. However, as the driver attempts to deprive the engine of air by releasing the gas pedal, the engine continues to acquire large quantities of air from the idle control valve. (Remember... I said earlier that the idle control valve remains open even as the gas pedal is released). Because the mass air flow sensor has the final say in how much fuel is injected into the engine, and because the engine continues to receive air through the idle control valve, the engine continues to produce more power than is desired. Finally, when the gas pedal reaches the end of its travel, the TPS outputs a “throttle closed” voltage and the computer subsequently cuts fuel. This is the “fuel-cut” phenomenon that so many have complained about.
Thus, the engine cycles from producing a fairly significant amount of power to producing NEGATIVE power in the fuel-cut mode. The word “negative” is used because the engine is compression braking during the “fuel-cut” mode. There is no in-between... it either produces too much power or negative power.
And now back to the sequence off events:
While the “fuel-cut” condition is in effect, the engine provides maximum compression braking. It is also operating at maximum vacuum... which means that it is sucking as much air as possible through the idle control valve. However, as long as the TPS is outputing a “throttle closed” position, the “fuel-cut” mode remains in effect.
If at some point during the “fuel-cut” mode the driver decides to speed up, the TPS will subsequently stop outputting the “throttle closed” voltage and the computer will begin providing fuel to the engine. Because the idle control valve has remained open during the entire “fuel-cut” period, and because the mass air flow sensor has continued to see air flowing into the engine, the computer calls for a large amount of fuel to match the air that is flowing into the engine. Thus, the car will get a much more robust punch of power than was expected. Sometimes this surprising acceleration will cause the driver to quickly let off the gas, only to be subjected to an immediate “fuel-cut” again. Thus, a vicious cycle can occur during low speed driving... lurch (accelerate) forward... hard compression braking... lurch forward... hard compression braking... etc.
Excessive air from the idle control valve is also the cause of rising engine rpm’s between shift changes. A small delay is designed into the ECM prior to issuing a “fuel-cut”, and as the engine continues to acquire air through the idle control valve during shifts, the computer matches this air with fuel. Thus, the unloaded engine rpm’s will float up about 400-500 rpm during each shift change.
And so, the engine cycles continually between too much power and too little power with no ability to feather the throttle up and down at minimal outputs of power. This cycle repeats itself over and over and over and over again... until the driver is stark raving crazy. To further enhance the drivers emotional torture, Nissan Engineers and zone reps routinely tell owners (with a straight face) that the car is perfect and “it is all in the drivers head”.
The “fuel-cut” problem manifests itself in several
ways:
1.) An engine that lurches between no power and
too much power while operating with cruise control.
2.) An uncontrollable throttle on 5-speed models,
making the car lurch badly at low speeds and
annoyingly at higher speeds.
3.) Rising engine rpm’s between shifts on the
5-speed models.
4.) Unsafe/uncontrollable accelerations when
starting out, which can cause a collision with
another vehicle, or possibly with a pedestrian.
For those who want to argue that this is normal, and was done because of emissions, let me point out that emissions laws are the same for year 1999 and 2000. This driveability problem has only surfaced with the 2000 model. Furthermore, other manufacturers have not resorted to such high flows of air and fuel to achieve compliance with emissions laws (except maybe Ford, but I used to believe that Nissan was better than Ford), so why should the Maxima be unique in that regard?
Also, for those who want to argue that only a few Maximas have the “fuel-cut” problem, and it must be due to a faulty component, I would have to disagree. I have yet to find a 2000 Maxima that passes the stationary test (trying to ease rpm’s from 3,000 rpm to 2,000 rpm). They all fail this test (both 5-speeds and automatics) because of the idle control valve. The only real difference from one car to the next is the driver. Some slight differences probably exist from car to car, but the biggest variable has to be the driver.
For those who think there must be a faulty component, then here is a list of the candidates: Idle Control Valve, Throttle Position Sensor, Absolute Pressure Sensor, Front and Rear Oxygen sensor, VIAS system, Mass Air Flow Sensor, Intake Air Temperature Sensor, Coolant temperature Sensor, EGR system, and EVAP system. Go ahead and check them all out, but you will find all of them to be in good working order. It is the ECM's control of the idle control valve that is the REAL problem.
In summary, the 2K Maxima engine has been optimized for the automatic transmission with little or no thought given to its compatibility with a manual transmission. The 2K Maxima 5-speed needs to have its own engine control software rather than shared software with the automatic models. The idle control valve needs to be closed as the gas pedal is released. Furthermore, the idle control valve does not need to be opened so severely when accelerating from idle speed.
The 2K Maxima is designed to accelerate aggressively with only a slight movement of the gas pedal. The way that Nissan achieves this is by simultaneously dumping a huge amount of auxiliary air into the engine via the idle control valve. Nissan Engineers probably did this to “wind up” the automatic transmission torque converter as quickly as possible in order to make the car very quick off the line.
The aggressiveness of this air dump is VERY new to the 2000 Maxima design. In fact, the entire intake system (including the idle control valve) is different from the 1999 model. In addition, the ECM was redesigned for year 2000.
The large amount of air that is dumped into the engine via the idle control valve is not a huge problem at first, except that it’s possible to run over a pedestrian. However, the extra air ends up being a problem when slowing down because the idle control valve is not subsequently closed as the gas pedal is released.
The “fuel-cut” scenario goes like this:
The driver steps on the gas to accelerate, and the idle control valve opens to assist with the acceleration. The increased voltage on the TPS (throttle position sensor) provides an “advance notice” to the computer to expect additional air. This expected additional air is then matched with additional fuel from the injectors. The computer then watches the mass air flow sensor signal to verify that the additional air really did arrive, and if a major discrepancy is detected between the TPS signal and the mass air flow sensor, the check engine light will be illuminated. Ultimately, the mass air flow sensor (and exhaust sensors to some extent) have final control over the amount of fuel that is injected into the engine. The TPS only provides “advance warning” to the computer and does not ultimately control this process.
And so, after the engine has accelerated and the car is traveling at some higher speed, the driver will eventually want to slow down. The most obvious way to do this is to just ease off the gas pedal. However, as the driver attempts to deprive the engine of air by releasing the gas pedal, the engine continues to acquire large quantities of air from the idle control valve. (Remember... I said earlier that the idle control valve remains open even as the gas pedal is released). Because the mass air flow sensor has the final say in how much fuel is injected into the engine, and because the engine continues to receive air through the idle control valve, the engine continues to produce more power than is desired. Finally, when the gas pedal reaches the end of its travel, the TPS outputs a “throttle closed” voltage and the computer subsequently cuts fuel. This is the “fuel-cut” phenomenon that so many have complained about.
Thus, the engine cycles from producing a fairly significant amount of power to producing NEGATIVE power in the fuel-cut mode. The word “negative” is used because the engine is compression braking during the “fuel-cut” mode. There is no in-between... it either produces too much power or negative power.
And now back to the sequence off events:
While the “fuel-cut” condition is in effect, the engine provides maximum compression braking. It is also operating at maximum vacuum... which means that it is sucking as much air as possible through the idle control valve. However, as long as the TPS is outputing a “throttle closed” position, the “fuel-cut” mode remains in effect.
If at some point during the “fuel-cut” mode the driver decides to speed up, the TPS will subsequently stop outputting the “throttle closed” voltage and the computer will begin providing fuel to the engine. Because the idle control valve has remained open during the entire “fuel-cut” period, and because the mass air flow sensor has continued to see air flowing into the engine, the computer calls for a large amount of fuel to match the air that is flowing into the engine. Thus, the car will get a much more robust punch of power than was expected. Sometimes this surprising acceleration will cause the driver to quickly let off the gas, only to be subjected to an immediate “fuel-cut” again. Thus, a vicious cycle can occur during low speed driving... lurch (accelerate) forward... hard compression braking... lurch forward... hard compression braking... etc.
Excessive air from the idle control valve is also the cause of rising engine rpm’s between shift changes. A small delay is designed into the ECM prior to issuing a “fuel-cut”, and as the engine continues to acquire air through the idle control valve during shifts, the computer matches this air with fuel. Thus, the unloaded engine rpm’s will float up about 400-500 rpm during each shift change.
And so, the engine cycles continually between too much power and too little power with no ability to feather the throttle up and down at minimal outputs of power. This cycle repeats itself over and over and over and over again... until the driver is stark raving crazy. To further enhance the drivers emotional torture, Nissan Engineers and zone reps routinely tell owners (with a straight face) that the car is perfect and “it is all in the drivers head”.
The “fuel-cut” problem manifests itself in several
ways:
1.) An engine that lurches between no power and
too much power while operating with cruise control.
2.) An uncontrollable throttle on 5-speed models,
making the car lurch badly at low speeds and
annoyingly at higher speeds.
3.) Rising engine rpm’s between shifts on the
5-speed models.
4.) Unsafe/uncontrollable accelerations when
starting out, which can cause a collision with
another vehicle, or possibly with a pedestrian.
For those who want to argue that this is normal, and was done because of emissions, let me point out that emissions laws are the same for year 1999 and 2000. This driveability problem has only surfaced with the 2000 model. Furthermore, other manufacturers have not resorted to such high flows of air and fuel to achieve compliance with emissions laws (except maybe Ford, but I used to believe that Nissan was better than Ford), so why should the Maxima be unique in that regard?
Also, for those who want to argue that only a few Maximas have the “fuel-cut” problem, and it must be due to a faulty component, I would have to disagree. I have yet to find a 2000 Maxima that passes the stationary test (trying to ease rpm’s from 3,000 rpm to 2,000 rpm). They all fail this test (both 5-speeds and automatics) because of the idle control valve. The only real difference from one car to the next is the driver. Some slight differences probably exist from car to car, but the biggest variable has to be the driver.
For those who think there must be a faulty component, then here is a list of the candidates: Idle Control Valve, Throttle Position Sensor, Absolute Pressure Sensor, Front and Rear Oxygen sensor, VIAS system, Mass Air Flow Sensor, Intake Air Temperature Sensor, Coolant temperature Sensor, EGR system, and EVAP system. Go ahead and check them all out, but you will find all of them to be in good working order. It is the ECM's control of the idle control valve that is the REAL problem.
In summary, the 2K Maxima engine has been optimized for the automatic transmission with little or no thought given to its compatibility with a manual transmission. The 2K Maxima 5-speed needs to have its own engine control software rather than shared software with the automatic models. The idle control valve needs to be closed as the gas pedal is released. Furthermore, the idle control valve does not need to be opened so severely when accelerating from idle speed.
01-23-2002, 03:38 PM
#98
Junior Member
Join Date: Sep 2000
Posts: 15
Re: Re: Fuel Cut Described in Detail
Originally posted by Larrfry
I'm just curious, having read your post, when does the idle control VALVE ever close? Seems it never does.
I'm just curious, having read your post, when does the idle control VALVE ever close? Seems it never does.
01-24-2002, 10:19 AM
#99
Guest
Posts: n/a
Re: Re: Re: Fuel Cut Described in Detail
Originally posted by Bigk200
The idle valve never closes. I looked at a 2002 model, and I do not believe it has an idle valve at all. It is drive by wire without any mechanical cable between the gas pedal and the intake. I have not had a chance to test drive one.
The idle valve never closes. I looked at a 2002 model, and I do not believe it has an idle valve at all. It is drive by wire without any mechanical cable between the gas pedal and the intake. I have not had a chance to test drive one.
Just so I am clear, what is the latest service bulletin dealing with the problem. Thanks again.
03-23-2006, 08:39 PM
#102
Member
Join Date: Nov 2004
Posts: 45
Originally Posted by Lucius Maximus
03-24-2006, 04:16 AM
#103
Senior Member
Join Date: Jan 2002
Posts: 874
Originally Posted by GregP
Does anyone know if this fuel-cut problem also exists with the 2002 Maxima, and is there an equivalent TSB for that as well?
I'm shopping for a 2002 or 2003 six-speed right now to replace my '96. Do the 5.5 gen cars exhibit the same fuel cut behavior that the 2000-2001 cars do?
03-24-2006, 05:56 PM
#104
Senior Member
Join Date: Jul 2002
Posts: 2,836
Originally Posted by Treven711
Anybody know where to get the Fuel Cut TSB?, this links isn't available anymore
http://maxima.theowensfamily.com/tsb/NTB01-018a.pdf
04-20-2006, 11:04 AM
#105
Junior Member
Join Date: Apr 2006
Location: Lebanon, Tn
Posts: 35
OK-
My 2000 five-speed cuts out around 3200 rpm-
Like I was backing off the throttle-
Can this be due to the "Fuel-Cut" in this thread-
I could feel this when I had the Factory Air Intake-
And now that I have an aftermarket cold air intake-
It is a lot more Noticeable-
My 2000 five-speed cuts out around 3200 rpm-
Like I was backing off the throttle-
Can this be due to the "Fuel-Cut" in this thread-
I could feel this when I had the Factory Air Intake-
And now that I have an aftermarket cold air intake-
It is a lot more Noticeable-
12-12-2006, 03:44 AM
#107
Senior Member
Join Date: Jul 2002
Posts: 2,836
Originally Posted by jawwaad05
i just bought a stick 2000 se and im wondering is this covered by the dealer (cost wise) i have 114k on mines and i didnt purchase it from a dealer
I'm sure they will cover it for whatever labor charges that apply to the procedeure. Your car is way out of warranty so you don't get any TSBs done without cost to you.
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