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For those new to my situation - the car has had a recent tune up, runs great & gets about 30mpg. To those who have already contributed, please read on anyway.
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1st test w/85' AMM, no dashpot, old cat & new o2 (swinging normally)
HC GPM 4.66 - (limit 2.25) - FAIL
CO GPM 1.12 - (limit 23.74) - PASS
NoX GPM 4.27 - (limit 3.25) - FAIL
Co2 GPM 530.83 - no limit indicated
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2nd test w/the same 85' AMM, new dashpot, NEW CAT & same/new o2 (normal swing)
HC GPM 4.31 - FAIL
CO GPM 2.87 - PASS
NoX GPM 4.27 - FAIL
Co2 GPM 542.25 - no limit ind.
I'm really PO'd! Nearly identical #'s as the first failed test - what gives? How can the results be so similar w/a new catalytic converter!!!? The Nox was exactly the same!
After the 1st test I corrected another two or three previously missed vacuum leaks (the charcoal canister was one of them...I disconnected it & plugged the vac line) & ran a tank fortified w/Techron through followed by some untreated fuel to run out the remaining Techron. Then right before the 2nd test I dumped in x4 bottles of iso-dry chased by x4 gallons of premium. I think the testing station needs a new sniffer. The idiot tech missed 3rd gear twice & overshot into 5th while on the dyno & I'm going to use this to dispute the test...though I doubt the error had much of an effect.
Could a new/rebuilt AMM be the solution? Assuming the testing facility doesn't have a screwed up machine, what else it be? What would spike HC & Nox? HC is unburned fuel & NoX is a byproduct of too much heat (a lean condition)...how can I have both!? The temp. gauge never goes past 1/2 way (82 deg thermo & fan switch). The NTC sensor is fine (though I have a new Bosch spare) & timing is correct. I've also bypassed the bypass valve for the turbo (blown diaphragm) - I have a replacement valve, but figured less pressure between shifts = less fuel = lower emissions...right or wrong?
The car has 'morning sickness' w/both the 87' & 85' AMMs...a lot worse w/the 87' unit - but runs very well after warmed up. I had installed a rebuilt 'Injection labs' AMM from eEuroparts for the re-test, but it turned out to be faulty & the motor wouldn't run properly with it (Kevin at Injection Labs claims this is rare & is going to get me a replacement)...& as the orig 87' unit had pretty bad cold running problems, I had to use the AMM from my 85' turbo for both tests. I understand a new Bosch AMM is likely better than even a good rebuild - but that's out of the question - I simply can't afford it. But then, neither can I afford a series of re-tests at $47 each!
Help!
posted by 68.99.169...
, Wed, 6 Jun 2007 12:04:34
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