there is a drain **** on the passengers side of the car on the bottom. get a drain pan and put it under and open the drain ****. open it. i used this stuff to help my buddy with his i'll try and find out what it is...i apologize for not being much hekl[p ruight now. i only have one good hand..the othe i boiled about an hour ago so i'm not feeling too good.

 

sorry to hear that Squee, thanks for all the help though.

I will look this weekend for that drain. (is it hard to get to?)

Does anyone on here like the haynes manual for the newer neons? I have one for my 97 and it worked pretty well. was wondering int eh newer one is as good.

 

mmmmm...... i just had boiled squee hand for dinner the other night. that stuff's great. throw a little sweet n sour sauce on it... [sm=smiley20.gif][sm=smiley2.gif]

 

Problems like a dragging brake from a binding caliper piston will also affect milage. Just mentioning it because it's not always a problem in the driveline. Problems affecting the rolling resistance can also cause it to run a bit warmer than normal.

Another obvious one like the airfilter question - are you running the recommended or slightly higher tire pressures?

Also, is it manual or ATX?

 

have not checked tire pressure but I will.
it is ATX

i will look at the brakes too

 

If the torque converter is not locking up, cruising mileage will be affected and the transmission will generate more heat which could show up on the temp gauge through the cooler. The Neon PCM will detect a short or open in the TCL selenoid circuit, but I don't think it uses any feedback to confirm whether or not the TC actually locks.

This is probably not your problem, but would still check the transmission fluid level and see if there are any codes trapped in the PCM.

 

There is no transmission temp guage on the neon; one may be added however, but the vehicle does not come with one. however, I am thinking 1st gen. So, I could be wrong on that especially if the 2nd gens do have a temp gauge. And there are also no codes to the PCM through the torque converter lockup.

The torque converter is used to couple the engine and transmission. Some energy is lost between the impeller and turbine sections. Internally, torque converters use a one-way clutch device to multiply engine torque at low engine RPMs.The one way clutch aids in the cars acceleration. Once the turbine speed is at aproximately 90% of the impeller speed the one-way clutch race spins on its own axis. Up to 10% of the engine's output power could be lost to the torque converter's internal slippage. This accounts for most of the mpg difference between a standard and automatic transmission vehicle. This energy loss is transmitted to the vehicle's radiator and shed as heat. To obtain higher efficiencies modern torque converters contain an additional clutch-like mechanism to mechanically lock the pump and motor portions together. This is called a "locking" torque converter. The segments are locked when the transmission's computer elements determine that the vehicle is cruising at near constant speed. The "Lock-up" usually engages at about 40mph or when the vehicle is at a constant speed.

Some things that will cause the "lock-up" to not function are, engine temperature too cold - most converters will not lockup until the coolant reaches about 120*F, overdrive unit locked out - when an automatic overdrive is "locked-out" the torque converter lockup feature will also be locked out. Overdrive lockout would normally only be used when pulling heavy loads, thus the converter is logically "locked out." Under low engine vacuum, heavy part-throttle acceleration is an additional power demand which could result in the engine lugging. To prevent engine lugging, which could result in serious engine damage, a sensor determines if low manifold vacuum exists. (This last one generally doesn't apply to our Neons. And nor does the Ovedrive function since they didn't make a Neon with OD until 2000 or so I believe.) Therefore, the following circumstances must be met in order to the "lock-up" to function. Coolant must be at or above minimum temperature. Transmission selector must be in drive if a non-overdrive vehicle or in "O" or "OD" overdrive if an overdrive vehicle. Vehicle must be at or above minimum lockup speed. Vehicle must be in a cruise or near cruise condition. Transmission must have shifted into the top gear.

A converter may fail internally. Internal failure will reduce mpg and affect vehicle performance. If the one-way torque converter clutch slips, then the vehicle will characteristically have very poor acceleration. Mpg will be significantly reduced since engine torque is not being multiplied during acceleration. A vehicle with a slipping one-way torque converter clutch will experience a 20 to 30% decreased fuel economy. A one-way torque converter clutch that does not release is a second type of torque converter failure. Vehicles with a non releasing one way clutch will accelerate normally but at a decreased top speed. The failure results in a 30 to 50% reduction in mpg. Top cruising speeds are lowered to 40 or 50 mph. The transmission may shift normally even when the one-way torque converter clutch slips or fails to release properly. Lockup torque converters may exhibit additional fuel-eating malfunctions. Sensors - temperature, speed, selector position, engine vacuum - may fail; wiring and connectors could fail or become disconnected. Internally, the lockup device itself could fail or wear out. Whatever the malfunction, mpg will be decreased.

 

My hand is much better today. I can actually use it. It's blistered pretty bad between my fingers but is in otherwise good shape. I iced it for almost 3 hours yesterday. I'm still trying to figure out how I managed to pour the hot water on my hand instead of in my bowl.

 

Thanks. It's not too hard to find. But getting to it is a PITA.

 

and of course it is raining, nothing like rain to make laying down looking for a drain for your radiator.... joy.