Join Date: Sep 2012
Location: USA, OR
Mentioned: 107 Post(s)
Tagged: 1 Thread(s)
Quoted: 532 Post(s)
Thanked 901 Times in 623 Posts
Groaned at 4 Times in 4 Posts
iTrader: 0 reviews
^^ more often than not; both the thermostat and the CTS are wrongly accused. Supposedly (i have not verified this) the CTS wires are wht/red & Brn/red and they go into the cabin to the BCM. Because this is a "resistance" based measurement, any degradation in a connection between the CTS itself and the BCM and multiple systems are impacted;
A few things that come to mind are Fuel trims, warm up time, Open loop/closed loop operation, shift points, idle speed, and lord knows what else but you can bet it impact the emmsions when the run time doesn't correlate to all the other data. OH - FOR the SAKE OF CONFUSION; the WHITE/RED goes into a connected and comes out as LT Green/Black at the BCM!!
What I don't see is the values for COLD resistance 32F and resistance at 212F. With this, we stand a way better chance of knowing who is telling the truth.
I am all in favor of going with common sense. The engine is hot, its blowing hot air, and when you grab the hoses it burns. In short - data is being lost. Perhaps as a good faith effort I may measure mine at cold and hot temps and see what it is. Please don't wait up for me tho. I have no reason to tear it apart at this moment but will be doing spark plugs some time soon so I'll try and do it then.
For your own sanity; get an ohm meter and measure the sensor directly. Now crawl under the dash and measure those same leads at the BCM. 2H and 1M are the locations.
Good luck! and add tag me or PM so I keep up to date on this.
2006 Mazda 6s GS Hatchback, Lapis Blue | AJ 3.0 & AW6A-EL 6 Spd, >119,000
V6 repair info here:
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.