I dough the pouring to much raw gas in the combustion chamber through the spark plug hole had nothing to do with it other than hydro locking up the piston. If you ran the saw with no mix for more than few seconds or minute then it may of over heated from lack of lubrication in the cylinders and cause the scoring at previous time. Basically you have fuel problem and probably wear problem from years of us. If you have never cleaned the carb since 94, it probably well over due cleaning and rebuild kit, As for the replacement of the piston if the piston to bore clearance is within spec. the rings gap are within spec. and it easily move up and down with the plug out and builds compression within spec. I say it doing it job of going up and down and building compression. Now all you need it proper amount of fuel mist and correct timing of ignition. If you want to prime the saw (which is what you attempted by pouring raw gas down the spark plug hole) please us Carb. cleaner in the spray can. The saw will fire off the carb. cleaner, you can control the amount going in the combustion chamber and it evaporates quicker than raw gas , and it does have some lubricating properties. IMO won't hurt as long as you don't run if over few seconds which is all it takes to start sucking mix through the carb. if it's not plugged up and not letting fuel reach the combustion chamber.

Don't know about your air compressor quitting. Most cars don't have air compressors. Maybe you were referrng to an "air pump" that is part of the equipment to clean up the exhaust. Your speedometer problem may be nothing more than a failed sensor on the outside of the transmission (or transaxle). An electric sensor is used in place of the older style cable to drive the speedometer. It generates electric pulses in porportion to the speed of the output shaft of the transmission. Consult a repair manual to find the location of this sensor.

Hi Jem. The condition you are describing occurs when the computers onboard lose communication. They all share the same yellow wire with a purple tracer circuit to communicate with each other. Essentially the instrument cluster knows to turn the airbag light off when it recieves data from the airbag module instructing it to do that. If it stops receiving data from that module, it turns that light on. The tachometer and speedometer data come from the fuel injection computer (PCM). Diagnostics start with a scan tool that is capable of getting information from every computer on the car, they all "Should" have set communication troule codes but typically the module that failed during the "event" doesn't know that it went down so it might not have "U" codes while every other module does. The hard part is this does not mean the module is bad,it could have lost power (unlikely) or a ground connection (very likely). When a module loses power it simply drops off the data bus, but when they lose a ground connection they can back-feed power onto the bus and crash the communication. If you shut the car off, you might not get it restarted because the data bus has to be functional for the PCM to get the theft deterrent go/no-go command from the SKIM module. These problems are tough to solve when they are random, not that they are all that easy as hard failures. The fault could lie in any of the modules on the bus, or at almost any point of the data bus wire. Typical diagnostic strategies rely on seperating the data bus when you can measure a disruption of the signal voltage waveforms. Isolate the wire that has the bad module on it, reconnect the rest and use the scan tool to see who is missing. At that point you can test for powers, grounds, or wiring harness issues for that affected module. So, you need a fully functional scan tool which is the Chrysler DRBIII, an oscilloscope with at least to channels, wiring schematics, and component location graphics. BTW the splice or splice pack if it uses one will be below the steering column, possibly inside the harness that runs right behind the knee bolster. There just isn't much more help that I can give you, it takes training and a disciplined approach to solve these efficiently. It can be done DIY with what I have explained here, but the equipment issue makes it prohibitive. Imagine dealing with one or two cars everyday with this kind of problem and you have a picture of what I have been doing for the last decade.

suburbanmd, The timing that is displayed on a custom cycle is more a general guideline as indicated from the owners manual p.24 states: 8. Start the program Press the flashing "Start" button. If a delay start is set, the remaining times elapses in the display. Once the delayed start time has elapsed or immediately after the program starts, the approximate program running time is displayed. The washer calculates the water absorbency of the laundry in the first 8 minutes. The overall program time may be shortened or lengthened. Additionally the sequence cycle is displayed. The washer shows the current program step. The drum door will be locked and the drum light will turn off once the program starts. Unless Miele is documenting and including in their unit database your machine's serial number includes the new firmware then the only means of determining whether your machine has the latest firmware is through the physical attachment of a laptop with Miele's proprietary software communicating between the two. After a Miele tech has actually connected to your machine then corporate's database is updated with information via Wi-Fi in real time. My machine's firmware had the "Hygiene Info" switched to the "on" position to display the machine should be run on a Sanitize cycle if too many cold water washes have been executed. Our machine's door latch that was originally perfectly spaced and starting to hit the latch roller was adjusted. I have another thesis on the sagging door matters of both the dryer and washer might, given the time, post a thread regarding my findings. bmac, I agree with you that although minor, issues that should be resolved, yet remain issues are unacceptable. Dealing with Miele US Corporate is fruitless other than getting them to actually schedule a tech to service your units. Unless the person you are speaking with has field experience, or they are in front of your machines, then they are useless. Now a great tech...that's a different story; we have been fortunate.