20 Most Recent 1991 Plymouth Colt Questions & Answers

I'm including a link to RockAuto listing for brake pads for 1991 Plymouth Colt. Look down in the 'economy' (orange) section, and you will see a lot of listings. Many have -535 part number, but some have -299 and -602. These state they're for Colts built in Japan. Check inside the driver's door and see where your car was built. There's also references to LA model and GL model, so see if yours is one of these. 1991 PLYMOUTH COLT 1 5L L4 Brake Pad RockAuto

I don't know, but maybe the torque converter clutch has not released?

I think that is the first time I have heard of a Plymouth Colt described as a weapon but to answer your question it looks like a 1991 based on the info you provided. I’m happy to assist further over the phone at https://www.6ya.com/expert/jeremy_d728a59f986299fa

you can . just disconnect the plug and join the two wires together However in doing this you will be in breach of the relevant road safety regulations and should there be an accident your car will be deemed to be un-roadworthy Better to get a new switch and be safe.

Because you turned off the car? Need more info.

I had to have the module in my '89 replaced. If my memory serves me, I believe it was in the center console behind the parking brake lever (forward of the rear ash tray.) If my memory is failing me, then it could have been in the forward end of the console (like under the dash.) Anyway, hope the '91 is simmilar and you find this helpful.

Take one of the old ones to the auto shop so can match them ,thats the easiest way

What does the plug on that cylinder look light,any oil.

They do not failYou can replace the parts insideif avail,no need to ever replacethe whole dist unless the bushings are wornYou obviously have something causing someproblem & we have no way of knowingI suggest you have a repair shop get a starton it & then you can go home & continueYou work out the repair shop relationship

You have not run the most important test, that is a scan of the engine control electronics for fault codes.

la bomba the la gasolina necesitas alguien que te ayude cuando abres la lave ella funciuna como 2 segundos, y despues para cuando el auto no esta andando, en la linea hay un gusano como el de las llantas quita la tapa y prueba si hay precion , si hay precion debe de ser la bobina estoy casi seguro que es eso

you have to have the codes read again and erased light will stay off if you fixed the problem.......good luck!

Yes, there is a connector under the dash. Is the engine light on? The port is OBD1, so there are only a few codes that you can extract manually. See procedure below and let me know if you have questions. If you get a code out, please let me know what it is for repair advice. If no code, I can probably give you some info to test a few of the main sensors that are used to calculate the injector pulse width. It's clear at least that your problem is in the closed loop mode, where the upstream oxygen sensor plays a key role along with the MAF sensor. Though you have swapped out the MAF, the problem could be in the wiring. Please do get back to me after checking the codes.

READING FAULT CODES All stored codes are read through connections at the diagnostic connector. The DRB-II or equivalent may be used to read stored codes; the Mitsubishi Adapter must be used as an interface between the scan tool and the vehicle. The DRB-II may be used to read codes and observe the signal values being sent to and from the ECU. Fault codes stored within the system may be cleared through the DRB-II.
In the absence of a scan tool and/or adapter, codes may be read directly from the diagnostic connector. All stored fault codes are read through an analog (needle type) voltmeter after the system enters self-diagnostics. The codes are transmitted as pulses which cause the needle to sweep repeatedly. To enter the self-diagnostic mode:

1. The self-diagnostic connector is located either next to or below the fuse panel, under the left dash. The only exception is the Colt Wagon, which locates the connector under the left side of the glove box, behind the center console. Remove the cover if one is fitted.
2. With the ignition switch OFF , connect the ground probe of the voltmeter to the ground terminal (terminal No. 12) of the diagnostic connector.
3. Connect the voltage probe of the voltmeter to the MPI diagnostic terminal (terminal No. 1) of the connector.
4. Turn the ignition switch ON but do not start the engine. The codes will be transmitted immediately. Each two-digit code will be sent as groups of electrical pulses; these pulses will cause needle sweeps on the voltmeter. The codes are sent in place value groups. For example, Code 23 is sent as a group of 2 long pulses followed by a group of 3 shorter pulses. There is a short pause between place value groups and a longer pause between code groups.

If multiple codes are stored in the memory they will be transmitted in numerical order from lowest to highest, not in the order of occurrence.

1. If the ECU detects an internal error, the needle on the voltmeter will show constant voltage instead of sweeping on and off. When this signal is received, the ECU must be replaced.
2. If no faults are stored within the memory, the Normal State signal will be displayed. This is a constant, rapid needle sweep with no pauses or groups. This signal shows that the system understands the request for stored data but has nothing to report.
3. Record the codes transmitted for use during repairs. Once the codes are recorded, switch the ignition OFF . Based on the codes, perform diagnostic and test procedures on the individual components and circuits.

If, during testing or repair, a sensor is disconnected with the ignition ON, the fault code for that sensor or circuit will be set. For this reason, having the original codes written down will eliminate confusion about additional codes appearing during testing or repair.

CLEARING STORED CODES After all diagnosis has been completed and the needed repairs performed, the stored fault codes must be erased from the ECU memory.
Codes may be cleared using the DRB-II. When properly connected through the Mitubishi Adapter, select ADJUSTMENTS from the Main Menu screen. Choose item 1, ERASE FAULTS and follow the directions given on the screen.
Alternately, with the ignition switch OFF , disconnect the negative battery terminal for at least 10 seconds. This will also clear the stored codes. When the battery is reconnected, double check the repair by road testing over a moderate distance, then checking for newly-set codes.

If this is your vehicle:
1991 PLYMOUTH COLT 1.5L 1468cc 90cid L4 MFI (A) SOHC
The correct gap is 0.044" , 4 required.

You clearly seems to have a discharged battery as I assume you mean that when you try to turn the ignition to on or start then lights go off and nothing happens.This means that either :
- battery is not charging.
- battery is not holding charge
- faulty charge controller somewhere
- finally an electrical fault causing the battery to drain.

Try to jump start and see if it starts.If it still does not then you have another problem.

Most likely you have a bad Idle motor which is a small motor mounted on the intake manifold. If the motor can run better with your foot on the gas but dies if removed then it is probably this. This motor is controlled by the OBDII computer which gets it's control signal from the temp sensor which is located either on the radiator or engine block (which could also be bad), if the electric fan (if equipped) turns on then this is not the problem part, but the idle motor is. Another possibility is that you have some bad /cracked vacuum hoses which should be checked for first, before replacing the idle motor.

You might not have spark as the 12 volts needs a ballast resistor or the points burn out preytty quick. 8 volts at the coil in run with the points open and 0 with the points clsed and battery voltage at the coil when cranking. coil wire near the intake manifold while cranking should jump at least 2 inches. Closed points should be 0 volts at the neg on the coil. pos and neg should be the same 12 volts with the points open. if not either the coil or the points are bad. The condenser can fail and no spark with all the rest right