hazelnut

No compression on one cylinder in each bank. Anyone need a boat anchor?

The fun continues. I spent a lovely relaxing couple of hours stripping the top of the engine down. Then I found 3 loose screws in the head, so the VVT had become loose. I assume all the intake valves are bent now. I guess it was running on 3 cylinders for my tests

It is certainly providing a lot of learning. I got ahead of myself as the previous dead GS450h I bought is now running great. Last night I was thinking about this worn timing chain thing, and I don't think it can be that, as the most of amount of slack would be seen by bank 1 cams, if you follow the tension side of the chain back counter clockwise from the crank, it reaches the nearside bank 2 first , then the offside bank 1. I suspect the chain is fine, and the chain timing is spot on, but the VVT wheel is out of phase.

TL,DR: Crank sensor working, still only runs for 5 seconds. I put it all back together, connected batteries, connected tech-stream, attempted to start the car. It ran for 5 seconds, and then cut out. I saved the freeze frame data and also took a screenshot of it. I have RPM values, and no crank sensor error codes, so that seems to be magically working. I still have this P0345 DTC. I'm not completely convinced I identified the correct sensor on the engine. I have focused on the front N/S sensor, the wiring seems correct. I've ordered another ECM to play with, and then I guess I need to pay for some more lexus-tech to learn how to check the timing chain timing.

I decided to bite the bullet and pay for some lexus-tech access. This allowed me to rule out any wiring issues. Delving into the P0345 DTC description lexus-tech provides I have a few possibilities: * Open or short in VVT sensor for intake camshaft circuit * VVT sensor for intake camshaft * Camshaft timing gear for intake camshaft * Jumped tooth of timing chain for intake camshaft * ECM Before I start to check the engine timing chain, I quickly popped the lid on the engine ECU, see if anything was obviously burned up. It wasn't. I also noted no EEPROMs in this ECU unlike the Hybrid ECU, so maybe this one can simply be swapped over without coding to the car? How reliable is the timing chain ? the car 'only' has 120k miles...

Sadly the NX website isn't that good for ECU troubleshooting, as the ECU pinouts don't quite match the GS450h engine control ECU. Lexus NX - Crankshaft Position Sensor "A" Circuit (P0335) - Sfi System (lexunx.com)

I managed to get the crank sensor out, and it appears ok with a resistance of 2.159 kOhms. It is just about possible to remove the sensor by loosening the AC compressor's two bolts and one nut. The thing that slowed me down was removing the ECUs as the nuts to the brackets were totally rotten and very difficult to remove.

My TPMS sensor still has not arrived yet, so I can't recommend the seller. But I discovered on the t'interweb that National Tyre claim to be able to diagnose and replace TPMS for ALL makes of car, at all branches. I wonder if this is true?

One advantage to having two GS450h, is parts swapping. The N/S Cam sensor works just fine in the running GS450h. This makes me think there is either a wiring issue or an Engine ECU problem. I guess I will try to get the crank sensor out by loosening the A/C compressor.

Finally put the rebuilt battery in today on the hotest day of the year so far. Took some battery voltage readings on Techstream, then went for a "start". The engine ran for a couple of seconds, then stopped. I now have two new DTC in the Engine ECU: P0335 Crankshaft Position Sensor "A" Circuit P0345 Camshaft Position Sensor "A" Circuit

Hi Nicky, I have a 2009 GS450h (working) and also a 2006 GS450h (not working). I have managed to successfully clone a GS450h Hybrid ECU for my 2009, so I know enough about the CAN system to be dangerous, but maybe not helpful. ISTR that the Hybrid ECU has a dedicated CAN connection to the instrument cluster and infotainment system. I have sometimes seen the energy monitor 'glitch' like this while driving, and my assumption is that the CAN messages for this are low priority. Perhaps only sent out every second. My other guess is that other higher priority CAN messages are being sent instead. To figure this out conclusively you would need to attach a CAN BUS sniffer and then do some detective work to figure out which messages do what. It may be that the hybrid ECU is constantly trying to get a response from something on the BUS that isn't responding (such as the AC?) -Hazel PS I think the same BUS is used to the instrument cluster to show the kW display, so if that is not working that Bus may be broken. PPS techstream talks on one of about 6 busses on the Hybrid ECU, so being able to talk to the hybrid ECU does not mean all its BUS's are good.

I've got leaky tyres AND TPMS issues, so here are some things I found out about TMPS got a 2006 GS450h. https://lexuspartsdirect.co.uk/product/lexus-gs-phase-3-tyre-pressure-monitoring-sensor/ 42607-30042 gsp3 £104 or https://tpmswarehouse.co.uk/product/lexus-gs-450-2006-2011-replacement-tpms-sensor/ Suggests 433Mhz Huf Intellisens £45.60 None of my local tyre places wanted to supply the TPMS, too much hassle to 'program them'. I found a place that is willing to fit them, provided I do the 'programming' so I have ordered one of the Huf sensors and will be programming them using techstream as per this video: Note that video is not for the UK, we use 433MHz sensors, not the 315MHz ones in the video. I will update how I get on when the sensors arrive.

So decided to go with this guy for a set of 'B' rated cell blades, so around 4.5Ah each, which should last long enough for my purposes.

Has anyone had any dealings with Home - Hybrid Battery Repair located in Glasgow ?

I called the local dealer a new HV battery is £4984.97 + VAT ! (But it can be as little as £3436 inc VAT with old unit exchanged) I tested 3 more modules: 1.9Ah, 1.6Ah and 1.5Ah.

I would like to get this sorted soon if possible. I have found these guys in Exeter hybrid.repair.service on eBay I asked them how much for 40 modules, and what sort of Ah I could expect for the quoted price.

I could probably live with 1 mile. How many Wh per mile? 400 ? Lexus quotes 6.5A at 288V = 1.875 KWh is that good for 5 miles? I could live with all the packs at 1400mAh.

I might need 40 battery blades. So far my blades are from 0.125 Ah to 1.400 Ah. They should be 6.5 Ah .

I pulled the battery and tried to see if the weakest cell would take any charge using a lab PSU. There is quite a bit of corrosion on the module bus bars, but it does not seem to affect the module=module resistance. I've found this bit of kit which may save me some time. It is called a C1-XR. There is a 4 channel version that plenty of Lexus/Toyota repairers claim to use. I found someone selling them in the UK, so I've ordered one, and if it works out I may buy a few more.

Hi Richard, Are you still doing battery refurbs? I just extracted my GS450h battery, and I seem to have multiple dead modules. eBay has 'used' modules for between £22 and £30, but if I need all 40 that is going to cost a packet! I have hunted for a module re-conditioner similar to ones used on Youtube, but I have come up empty. I guess if I have to I'll build my own. I am electronics engineer after all.

Thanks for this, that looks like a good resource, better than paying £7 / hour to use the Lexus on-line manuals. So it seems the C1259 and C1310 errors are from ABS ECU whenever it gets an error from the Hybrid ECU, so as I suspected they are secondary DTCs. The primary one being the POA80 error. So looks like I will be pulling the hybrid pack, rebalancing it, and putting it back in.

I couldn't resist buying another GS450h from auction. My first one required a replacement inverter, and I have spare inverter just in case. The new one is a lovely silver-blue colour, and was delivered with a dead 12v battery and two flat tyres (it was a bargain). I've fitted a charged 12V battery, and checked the oil level of the engine, then checked the engine turns over by hand. Got in, pressed START, and the engine ran for about 2 seconds. I got the computer out, and I have the following DTCS: P0A80 Replace Hybrid Battery pack C1259 HV/EV Control System Regenerative Malfunction C1310 HV/EV System Malfunction I saved the data in Techstream, cleared and went for a retry, but no engine start this time, READY only flashes for a fraction of a second. Back indoors I opened up the Techstream file, expecting to see all the freeze frame data and battery voltages, but they are not there ! Now I guess the HV battery could be dead, but then again it might be the inverter not charging the battery? Other than just swapping working bits over has anyone come across this set of DTCs before? Image attached for your entertainments. PS added some screen photos of Techstream showing battery cell voltages. The Hybrid Control ECU doesn't think there is anything wrong with the regen, so I guess I need to remove the battery ? Or figure out a way to charge it up...

I've just finished the charge cycle of the old battery, 7hrs x 5A = 35Ah (label says 60Ah). So around 2hours of charge if the car is left in ACC mode (18A). New Bosch battery S4026 ordered from Parts In Motion. This is a 70Ah battery, so would last 4 hours in ACC. Modes I found so far with currents are: OFF locked (-0.7A) OFF unlocked (-2A) no dash lights ACC (-18A) all dash on, but no READY READY (+9A) float battery to 14.0 V (less when hot battery) I have not been able to find camping/dog mode.

Today I lent my partner my 2009 GS450h. 100 miles or so journey, parked it, did some stuff, came home. Then went for the school run and the car was dead, some 2 hours later. It seems when arriving home, she forgot to put the wing mirrors in, and 'quickly' pressed the start button, folded the mirrors and pressed 'Start' again. This we believe left the car on, but not in 'READY' mode. I put a spare 12V battery in for the school run, and then checked this scenario with a clamp meter. It seems to draw 18Amps in this 'suicide' mode. With a perfect 12V battery of 60A this would be a little over three hours until the 12V is deep cycled. So is this just my car or do all the GS450h do this? PS. picture shows my 'spare' battery the proper one is on charge...

100Nm dry, 70Nm with copper slip on the threads. (Sorry, odd necro post came up)