7 lbs of hair from Diane’s tub drain. By my calculations, she should have been bald somewhere around May 14th. But, she’s not because it just keeps growing back.
Mowed all 7 acres. Took three hours. Bagged it all.
The Crossfire gave me some difficulty yesterday. I went golfing, didn’t do very well, but stayed under 60, then we went to Burgerville for lunch. Diane said I could go. In fact, she encouraged me to go. So, I did. I invited her to join us, of course, but instead she went to a more upscale facility, The Warren Country Inn, for a sit down lunch with Nancy. They worked hard all morning at the church so they certainly earned it. None of the golfers were invited.
I was a little late arriving at Burgerville so Doug and JP were already sitting, waiting for their food. I got in line and determined that I recognized the guy in front of me as someone I knew from PGE. In fact, I knew both guys waiting in front of me. To my never-ending humblement (yes that’s a word I just made up), they both remembered me, too. Lonnie and Tom from Facilities, the department that is currently managed by my friend Fred with whom I worked in IT as a desktop tech for most of 20 years. Turns out Tom and Lonnie were just passing through on a job and stopped for lunch. It was good to visit with them and catch up a bit on what’s happening at PGE since I left 10 years ago. Small world stuff gets me excited.
Here’s Tom, Lonnie, and me.
After lunch I jumped in the Crossfire to head home, but it wouldn’t start. The motor turned over nicely, but it wouldn’t fire. So, I raised the hood so Doug and I could just stand there looking at the engine, neither of us having a clue about what was causing the problem. We took a lot of guesses, none of which were projects we could do in the Burgerville parking lot.
So, I called Triple A to have it towed home. I was told it would take an hour for the tow truck to get there so Doug and I just visited. After a while, I decided to see if anything had changed and tried to start it again. To my surprise, it fired right up, but the Engine warning light stayed on. Having some minimal experience with causes for Engine warning lights that don’t go out, I pondered a bit, trying to recall some of the easy ones, like a gas cap that isn’t properly secured. Actually, that was the only one I remembered.
Since it was running, I called AAA back and cancelled the tow truck and headed home. Doug followed me in case it quit on me during the short trip. He’s a good friend. I made it OK and shooed Doug away so he could go home and get busy on some of the projects he has going on there. He lives on 85 acres on the top of a hill above Scappoose so he has projects all the time.
Curious about what the Crossfire computer might tell me about the problem with the Engine warning light, I searched and searched for my ODB II code reader. I searched the entire house and finally found it on the tray sitting about 14 inches from my right elbow. I actually looked there first, but didn’t remove enough layers to uncover it.
With the code reader in hand, I went to the car to plug it in and see what it might tell me. After a while I returned to the house, and my computer, to search the internet for information about where the ODB II port is on a Crossfire. Should have checked first, right? Right.
Back to the car, I connected the reader and stepped it through all the discovery steps and it came up with no news. So, I started the engine with it attached and it promptly popped up with P0337, the code for the Crankshaft Position Sensor which is identified as the CKP, which I don’t get. It should be CPS. Acronyms should make sense, don’t you think?
On my computer I found a lot of information about the CKP … how to find it, remove it, and replace it. Finding it was essential, I thought, so I did that first. It’s actually right in plain sight so I was pleasantly surprised. Nothing to dismantle to gain access. It is, however, in a tight spot which makes it difficult to remove the wire from the sensor without destroying the plug. Following detailed instructions, I managed to get the wire and cap off the sensor and knew I could get the sensor out with no problem. There was a strong warning about making sure to not lose the screw holding the sensor in place because when it falls it goes to an inaccessible part of the car. Not willing to test that theory right then, I replaced the wire on the sensor and put my tools away.
Then, for some reason, I started the engine. Perhaps it was to just make sure it still ran in case I might have to make a run to Urgent Care for some reason. I have a bicycle that works nicely, but I’d rather drive when that need arises because it’s much quicker. Anyway, the engine started just fine, and the Engine light didn’t stay on. I stopped and started the engine a number of times and it never stayed on. So, apparently, removing the wire from the sensor and putting it back on was the solution. Didn’t cost me a dime. Fixed. This is day 2 and it’s still staying off, so I’m calling this a win. I love solutions like that. Now I’m thinking that maybe I should work my way through the entire car unplugging and plugging all the connectors to avoid possible future weird things. Then again, I don’t think I want to engage in that much work. There’s a ton of plugs under the hood and most of them have names written in German because the car, although it’s a Chrysler, is made in Germany.
This morning I was up at 0500 for the marking dogs, but only for about half an hour. Then I assumed my napping position on the sofa until 0830 or so. Then it was time to put on some outdoor clothing and make a trip to the Kozy for coffee with the guys. I got there right on time, but there weren’t any familiar vehicles parked in our normal spot, so I just lurked for a while, then went home because I had yard work to finish.
You may remember that I buzzed the entire yard but it was so tall there was no way I could vacuum the mess, or use the mulching blades. Today, as anticipated, it being 80 degrees and all, the mown grass was nice and dry, weighing next to nothing. Before I could begin, however, I tackled the project of putting my grass catcher, and associated parts, back together, and tightening some nuts and bolts so it would mow better. I’ve run into a few trees these last 10 years causing the catcher cover to be hanging by a thread. Well, actually it was hanging together by two zip ties. Yes, just two of them. I’ve known for a while now that it needed many more to avoid the need to haul it back to the house when it fell off in the field somewhere.
So, I grabbed a hand full of zip ties, my drill, and went to work. Here’s the end product and it’s just as sturdy as a new unit.
The discharge chute was a mess, too. Up until yesterday it was held together, kinda, with duct tape, but it wasn’t working any more. In addition to stitching up the seam, I pop riveted the two parts of the tube together because the little rubber stretchy things it came with broke a long time ago and Sears doesn’t seem to sell those parts.
I even made creative use of some bubble wrap to keep the grass from blowing out of the catcher onto my back from the hole I previously plugged with a nice towel that was converted to many little towels as reported in a previous post.
Once it was all put together, I got busy sucking up all that grass I chopped down the other day, and it went very nicely. I was pleased. I only had to empty the catcher about 10 times. That’s 30 catcher bags of grass and it’s still nice and solid. It should last me another 10 years.
Now I’m officially tired.