How,you,test,horn,you,have,set car How do you test a horn?

General Lee: For such a TSP platform, indeed, is the test of the ability to integrate the same time, just She always has been mentioned in the business platform is a completely independent intellectual property platform and our platform is t In the shape of the design, the Core wing broke through the traditional appearance of the other models, the Core-wing sense of movement and high-level sense of the high degree of balance, which must be improved, both in the interior styling

Do you have a set routine, or do you simply choose where you want tostart this time? Have you ever really thought much about it that alldiagnostics should follow the same routine no matter how simple theymay appear to be at first, or how complex you are sure it's going tobe? The first step, simply try the horn and confirm the reported problem.For this exercise we will confirm the horn did not blow. Now the secondstep what would you do? How many would go out to the horn (where everit's at) and check for power to it and ground for it? While some carsthe horn is readily exposed, there are others that may require you toput the car on the hoist and remove splash shielding. R&R of thiscould take a half an hour, not to mention dealing with any fastenersthat don't survive the process. Would this difference make you changeyour routine this time? How about listening for a relay to click whenyou pushed the horn pad? Great trick until we have the relay underhood,or one that simply does not make noise so you cannot find it when yougo hunting for it. You could check the fuse, of course while you're atit, be sure to check all of the fuses. Just because there are no otherreported problems, it does not mean that there aren't any. Would you goand get a schematic for the car and check component locations and maybedo a TSB check at this point? All of these "second" steps are typical ones that any of us have done,and frankly few of us have ever been taught to do this any differently.The fact that some of the steps would more readily apply to othersystems than just a horn is no accident, it's to discuss a diagnosticstrategy that will overlap many different systems. Are you ready for what the second step SHOULD be today? Open the hood, attach your current probe to the battery cable, "zero"the probe, because we don't care what current is presently flowing, andreach through the window and try the horn again. How much current didyou see flow? There are basically three possible answers: 0 (zero) amps, no currentflow at all, .1-.6 amps, or 3 amps or more. This would be repeatablewhen you hit and release the horn pad. Lets start with the first one, no current flow at all. What did thattell you? What is your next move? Test the fuse, the relay, or the hornpad? Maybe go get a scan tool to look at scan data? See if the SIR lampworks? Howabout this? Look at the key fob. Does it have a panic button on it? Ifso, press it and measure the results. Did the horn sound when the panicbutton activated? Did the resulting current flow give you any hintswhat to check next? Depending on theresults of this second step, your next move should be to a schematic,and to I.D. component locations. You now are only looking at a fractionof the original circuit by having used a solid routine for the firstcouple of steps. Simple, don't you agree? Let's try another, the .1 to .6 amps current flow. What do you know assoon as you see that much current flowing when you pushed on the hornpad? Would you need to check the fuse, the horn pad, the clock spring,or wiring in the steering column? The small current flow that you wouldsee is the relay primary circuit that is energized by pressing the hornpad. That one move you confirmed that entire circuit, and now only haveto be concerned with the "controlled" portion of the circuit, being thehorn(s), their ground, and the relay output. Now let's look at the last possibility, and I used 3amps as a number Ipulled out of the air. Basically when you see any current flow thatproves the relay functioned, and then current should have beenavailable to the horns, you know you're headed out to them anyway.Three amps would suggest the likelihood of a voltage drop occurringwhere there is a complete circuit, but insufficient current flow forthe horns to blow. Six or more amps basically gives you total assurance of not only a complete circuit, but dead horn(s) and itdidn't take you any more than about 90 seconds to get there. Now who wants to attempt to repeat this exercise with another circuit,and "speculate" on exactly what you will see when you do? How about apower window or power door lock? Wipers, blower motor, etc. Now that on average what used to take 1/2 an hour or more on occasion is completed in under five minutes almost every time! Article Tags: Second Step, Current Flow