Probably just some moisture from driving through a puddle at just the right angle ect. You can try what works for my on my MDX. Use a hair dryer set to medium to dry it out. Just point it at the lens. Don't let it get too hot though. Keep the nozzle moving and try to avoid the paint. If that doesn't work, you may have to remove it, take the bulb out, and retry.Thanks moiz!
One other question: One of the front turn signals has a bunch of moisture in it for some reason. Anyone else seen this problem or know of an easy fix?
You asked THE MILLION DOLLAR QUESTION!Does it get vacuum from somewhere else, and is the hole in one of the pots just a bleed hole to let air in or out?
I don't profess to actually 'understand' how the DISA vacuum assist works (particularly how it lets go) ... but ... from what I've read ... the two vacuum ports 'do' do something.Those are indeed vacuum holes I believe, but nothing you have to do to it. They just come in handy when trying to test if your DISA still works.
Originally Posted by seemyadThe resonance system provides increased engine torque at low RPM, as well as additional power at high RPM. Both of these features are obtained by using a resonance flap (in the intake manifold) controlled by the ECM.
During the low to mid range rpm, the resonance flap is closed (i.e., the flap is actuated by alternator voltage such that it is held vertically against spring tension). This produces a long/single intake tube for velocity, which increases engine torque.
During mid range to high rpm, the resonance flap is open (i.e, the control voltage is reduced to zero which causes the flap to return to the horizontal rest position due to spring tension) . This allows the intake air to pull through both resonance tubes, providing the air volume necessary for additional power at the upper RPM range.
When the flap is closed, this creates another "dynamic" effect. For example, as the intake air is flowing into cylinder #1, the intake valves will close. This creates a "roadblock" for the in rushing air. The air flow will stop and expand back (resonance wave back pulse) with the in rushing air to cylinder #5. The resonance "wave", along with the intake velocity, enhances cylinder filling.
The ECM controls a (magnetic) solenoid valve for resonance flap activation. At speeds below 3750 RPM, the solenoid valve is energized (with alternator voltage at the harness connector) and vacuum supplied from an accumulator closes the resonance flap (where the vacuum accumulator is apparently a one-way flap valve with a 1/16" entrance hole in the side of the DISA) . This channels the intake air through one resonance tube, but increases the intake velocity.
When the engine speed is greater than 4100 RPM (which varies slightly - temperature influenced), the solenoid is de-energized (i.e., the harness control signal goes from ~13.8 volts DC to zero volts DC) The resonance flap is sprung open (by spring tension), allowing flow through both resonance tubes, increasing volume.