DIY_EFI Digest V2 #43
gfulton
gfulton at salisbury.net
Thu Feb 6 15:38:48 GMT 1997
In regard to the cross count voltage of an O2 sensor: I also have never
seen those extremes from one with an OTC 2000. Is there another way to
detect a sensor that's starting to go bad. I have trouble with just
replacing them at a certain mileage. Also, does anybody have any idea why
you would get a very high idle and an SES light with code 35,(iac solenoid)
on a 92 Olds cutlass with 3.4L DOHC v-6? Have replaced the iac, plugged
all vacuum lines trying to track an air leak. The OTC shows the iac being
commanded full closed during this condition, ( 000 counts.)
The plunger is not binding in the manifold and there's no carbon built up
in there. Disconnected the iac with it driven full closed and idle still
high, can't figure out where the leak is. This problem is intermittent,
almost always with engine cold and in open loop. I apologize if this list
is not the right forum for this, but I'm really aggravated with this
engine. Would appreciate any help and reply off list if you so desire.
Garrett Fulton
gfulton at salisbury.net
----------
> From: DIY_EFI-Digest-Owner at coulomb.eng.ohio-state.edu
> To: DIY_EFI-Digest at coulomb.eng.ohio-state.edu
> Subject: DIY_EFI Digest V2 #43
> Date: Thursday, February 06, 1997 5:00 AM
>
>
> DIY_EFI Digest Thursday, 6 February 1997 Volume 02 : Number
043
>
> In this issue:
>
> Bosch Motronic M2.10.3 Multipoint
> Re: Radiator hose intake manifold
> Re: Throttle(s) before or after plenum chamber?
> Re: ABS
> Ford EEC-IV
> Re: OBDII
> Re: O2 sensors and white smoke
> Tunable intake manifold question
> Re: O2 sensors and white smoke
> Re: O2 sensors and white smoke
> OBD-II usefulness: Yes!
> Re: Tunable intake manifold question
> REPLY:EEC-IV
> Re: Radiator hose intake manifold
> Re: Tunable intake manifold question
> Re: DIY ABS
> Motronics Calibrator
> Re: O2 sensor and white smoke
> Re: Radiator hose intake manifold
> O2 Sensor Replacement
>
> See the end of the digest for information on subscribing to the
> DIY_EFI or DIY_EFI-Digest mailing lists.
>
> ----------------------------------------------------------------------
>
> From: Iakovos Stamoulis <I.Stamoulis at sussex.ac.uk>
> Date: Wed, 05 Feb 1997 09:02:12 +0000
> Subject: Bosch Motronic M2.10.3 Multipoint
>
> Hello,
> I am a newbie in this list so, please excuse me if I am
> asking already discussed questions.
> So, I would like to modify a Bosch Motronic M2.10.3 Multipoint
> ECU system that exists on an Alfa-Romeo Twin-Cam Twin-Spark 16V 2Ltr
> engine for racing purposes.
> So my questions are:
> What do the M2.10.3 numbers mean ?
> Where can I find more specific information on how the ECU
> works. I have extensive experiance on electronics, but having
> read a couple of books about Bosch Motronic, I haven't seen
> any details at all. They just mention that there is a CPU,
> some RAM and an EEPROM.
> There are already chips in the markets, bus as they have to comply
> with emission they are not very effective.
>
> Regards
>
> - --
> ______________________________________
> / /\ Centre for VLSI &
> / Iakovos Stamoulis / /\ Computer Graphics,
> / E-mail : I.Stamoulis at Sussex.ac.uk / \/ ---------------------
> / http://www.susx.ac.uk/Users/tepa1 /\ School of Engineering
> /_____________________________________/ / University of Sussex
> \_____________________________________\/ Falmer BN1 9QT
> \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ Brighton, England
>
> Dilema <= "00101011" OR NOT("00101011");
>
> ------------------------------
>
> From: Steve Ravet <steve at imes.com>
> Date: Wed, 05 Feb 1997 08:53:58 -0600
> Subject: Re: Radiator hose intake manifold
>
> At 08:57 PM 2/4/97 -0800, you wrote:
> >Egil:
> >
> >I have seen two wire reinforced radiator hose intakes, and neither
> >system lent themselves to good performance. We built one and nick-named
> >it the "Squid". The thing would squirm all over the place. When the
> >throttle plates would close, the squid would constrict itself and
> >shorten it's length a good two inches. When the throttle plates would
> >knock open, the squid would release it's energy and uncoil. Tuning the
> >intake was impossible!
> >
> >Not only that, the squid would build up this oscillation during idle and
> >do a go-go dance, where it would contract, then release, and contract
> >again. Idle speed was NEVER constant, as this jumping around would
> >cause the engine to jump 200 RPM or so in time with the dancing.
>
> Now that's a vivid description. Which leads me to a non-EFI question.
> I've mentioned my V8 converted S-10 Blazer a few times before. Right now
> for the lower radiator hose I'm using a kluge built from a ford radiator
> hose cut apart and spliced together. Way too many hose clamps. Can I
get
> a custom radiator hose made with my own bends etc.? Reply privately,
since
> this isn't really EFI related. If people are interested I'll post a
> summary reply.
>
> - --steve
> - --
> Steve Ravet
> International Meta Systems
> steve at imes.com
>
> ------------------------------
>
> From: dave.williams at chaos.lrk.ar.us (Dave Williams)
> Date: Wed, 05 Feb 1997 08:08:00 -0500
> Subject: Re: Throttle(s) before or after plenum chamber?
>
> - -> > The book "Scientific
> - -> > Design of Intake and Exhaust" goes into great depth on this
> - -> subject.
>
> > The title sounds promising :-). I'll most definitely get it.
>
> It's pretty ancient, mostly rule-of-thumb stuff guided by some very
> primitive data collection equipment. Most of the formulae are useless
> and the rest is suspect. However, it remains in print due to the fancy
> title and the fact it's still the only book around that even addresses
> the matter, albeit poorly.
>
>
> ------------------------------
>
> From: dave.williams at chaos.lrk.ar.us (Dave Williams)
> Date: Wed, 05 Feb 1997 08:22:00 -0500
> Subject: Re: ABS
>
> - -> Do you want to trust your life to home-brewed code when hundreds (if
> - -> not thousands) of engineers and scientists with mega-dollar budgets
> - -> have been working their butts off for years to come up with safe
> - -> production ABS systems?
>
> I have no problem with that. I put my life on the line every time I
> put my driving skills up agains the other idiots on the road; I'll put
> my programming skills on the line too.
>
>
> - -> A DIY_ABS system will have to do *everything* that a
> - -> production system does, and do it just as well.
>
> Everything? Everything *which* ABS does? There are some pretty damned
> simple electronic ABS systems out there. If I did my own ABS I wouldn't
> feel particularly constrained by what Delco or Bosch are shipping to
> OEMs. Then again, from a minimalist standpoint, all it would have to do
> is duplicate the all-mechanical Dunlop or Kelsey-Hayes systems of the
> '60s, which would be relatively easy to model. No need to get all tied
> up in doing the be-all, end-all ultimate ABS.
>
>
> - -> Unless an ABS system is damned near perfect, it
> - -> *will* fail sooner or later. When it does, the consequences are
> - -> likely to be severe.
>
> If you drive to the limit you're taking on a lot of assumed risks.
> The very idea seems to be antithetical to the current crop of droids who
> feel the world should guarantee them perfect safety. Following your own
> line of reasoning, anyone who doesn't do a perfect ABS system will soon
> remove themselves from the gene pool. So be it. Think of it as
> evolution in action.
>
>
> - -> IMHO, DIY_ABS code is a very bad idea. Transferring a complete
> - -> braking system from an ABS vehicle to a similar non-ABS vehicle is
> - -> risky enough, but doing your own ABS code is... unwise.
>
> Yeah. Nobody asked you to drive it.
>
>
> ====dave.williams at chaos.lrk.ar.us========================DoD#978=======
> can you help me...help me get out of this place?...slow sedation...
> ain't my style, ain't my pace...giving me a number...NINE, SEVEN, EIGHT
> ==5.0 RX7 -> Tyrannosaurus RX! == SAE '82 == Denizens of Doom M/C '92==
>
>
> ------------------------------
>
> From: "Michael G. Glover" <glover at midfre.com>
> Date: Wed, 5 Feb 1997 10:49:52 +0000
> Subject: Ford EEC-IV
>
> Does anyone have or know where I might get a pinout of the EEC-IV in
> my 1993 Mustang. Any help would be appreciated.
>
> Regards,
>
> Mike Glover
> glover at midfre.com
>
> ------------------------------
>
> From: "Mike Fahrion" <mfahrion at bb-elec.com>
> Date: Wed, 5 Feb 1997 11:05:45 +0000
> Subject: Re: OBDII
>
> >
> > I'd say very useful, esp as OBD-II cars become more common. Are you
using
> > the Harris chips to implement it, or ?
> >
> > --steve
>
> Way to early to say, Harris would be a good possiblity if the lead
> times would clear up. I believe mot has some CAN support micro's as
> welll. Doing everything in firmware wouldn't be impossible either.
> I'm definately not far enough along to make those decisions yet.
>
> - -mike
>
> ------------------------------
>
> From: Todd King <Todd_King at ccm.co.intel.com>
> Date: Wed, 05 Feb 97 08:36:00 PST
> Subject: Re: O2 sensors and white smoke
>
> Hard and fast rule: black smoke is from a rich mixture, blue smoke is
oil,
> white "smoke" is water (steam). Has your engine overheated recently?
The first
> thing to do is very carefully determine the color of the smoke; it may
be
> light blue. Does it behave like a real cloud of smoke (ie dissipated
only by
> the wind) or does it wisp away quickly like steam before any wind would
have
> dissipated it? Hope this helps.
>
> Todd Todd_King at ccm.co.intel.com
>
>
> ------------------------------
>
> From: Wen Yen Chan <chanwe at ecf.toronto.edu>
> Date: Wed, 5 Feb 1997 15:38:22 -0500
> Subject: Tunable intake manifold question
>
> I have examined some of the plans for the variable length/variable volume
> intake systems used by Honda (in the Legend, Vigor and 1st & 3rd gen.
> Integra). All of their variable intake systems adjust the length or width
> of the runners between the intake manifold and the ports. I was wondering
> if it would be worthwhile to design a variable length add on (for a car
> without any variable stuff) to the intake system which would fit between
> the air intake scoop and the TB. Adding a variable intake before the TB
> appeals to me because I only have access to an electronics lab (and some
> hand tools).
>
>
> Thanks in advance.
>
>
> Wen
>
> ------------------------------
>
> From: Steve Baldwin <steveb at kcbbs.gen.nz>
> Date: Thu, 6 Feb 1997 09:35:44 +1300 (NZDT)
> Subject: Re: O2 sensors and white smoke
>
> >
> > Hard and fast rule: black smoke is from a rich mixture, blue smoke is
oil,
> > white "smoke" is water (steam). Has your engine overheated recently?
The first
> > thing to do is very carefully determine the color of the smoke; it
may be
> > light blue. Does it behave like a real cloud of smoke (ie dissipated
only by
> > the wind) or does it wisp away quickly like steam before any wind
would have
> > dissipated it? Hope this helps.
> >
>
> Brake fluid makes white smoke. Had a booster s**t itself at an
> intersection once and suck all the brake fluid into the engine. Filled
> the intersection with thick acrid white smoke. God, did it stink !
>
> Steve.
>
> ===================================================================
> Very funny Scotty. Now beam down my clothes.
> - -------------------------------------------------------------------
> TLA Microsystems Ltd. PO Box 15-680, New Lynn
> Electronic Product Design Auckland, New Zealand
> Microcontroller Specialists Ph. +64 9 820-2221
> steveb at kcbbs.gen.nz Fax. +64 9 820-1929
> ===================================================================
>
> ------------------------------
>
> From: "Thomas Burns" <Thomas.Burns at MCI.Com>
> Date: Wed, 05 Feb 1997 15:48:51 -0600
> Subject: Re: O2 sensors and white smoke
>
> I believe that there is some light blue smoke upon starting the motor,
> probably the valve guides. However the smoke I am referring to appears
only
> when accelerating. It does seem more like the white kind, definitely not
> black, but it has the smell of unburnt fuel...Now I am damn sure
confused!
>
> The idle is somewhat rough on the (stock) motor and I have not checked
the
> plugs or compression since I have owned the car. I guess that would be a
> good start. Also, I have checked the radiator and oil and nothing neither
> seems to be seeping into the other.
>
>
> - -Tom
>
> At 08:36 AM 2/5/97 PST, you wrote:
> > Hard and fast rule: black smoke is from a rich mixture, blue smoke is
oil,
> > white "smoke" is water (steam). Has your engine overheated recently?
The
> first
> > thing to do is very carefully determine the color of the smoke; it may
be
> > light blue. Does it behave like a real cloud of smoke (ie dissipated
only by
> > the wind) or does it wisp away quickly like steam before any wind
would have
> > dissipated it? Hope this helps.
> >
> > Todd Todd_King at ccm.co.intel.com
> >
> >
>
> ------------------------------
>
> From: Daniel Burk <ws6transam at voyager.net>
> Date: Wed, 05 Feb 1997 19:33:46 -0800
> Subject: OBD-II usefulness: Yes!
>
> I get the privilige of working with the OBD-II diagnostics protocol on
> my data acquisition system at work. This protocol offers much to the
> DIY'er, including a 25msec refresh rate for your data (under certain
> circumstances).
>
> On the 1997 and 1998 GM 4 cylinder applications (Excluding Saturn),
> there are approximately 255 different parameters that are directly
> available to the engineer. They are accessed via "Parameter I.D."
> codes, known as PID's. You can define a "Dynamic PID", which is a
> packet of six bytes worth of PID's. Some of the PID's represent
> conventional information that we are all familiar with, such as RPM,
> Throttle position angle, and vehicle speed. Other PID's that are
> available include:
> Injector pulse width for each cylinder
> Ignition timing angle
> Current transmission gear
> slip angle of the torque converter
> calculated torque output of the engine.
>
> Notice that last one: It is calculated from the line pressure inside
> the transmission, and the slip angle of the torque converter. Does
> that sound like an in-vehicle dyno, or what!?
>
> Who says that OBD-II is mutually exclusive with performance?
>
> You just gotta know where the parameters are located!
>
>
> Cheers,
> Dan.
>
> ------------------------------
>
> From: Mark Eidson <mark.eidson at tempe.vlsi.com>
> Date: Wed, 5 Feb 1997 16:31:52 -0700
> Subject: Re: Tunable intake manifold question
>
> I believe tuning only works on the runners between the plenum and the
valve. me
>
> At 03:38 PM 2/5/97 -0500, you wrote:
> >I have examined some of the plans for the variable length/variable
volume
> >intake systems used by Honda (in the Legend, Vigor and 1st & 3rd gen.
> >Integra). All of their variable intake systems adjust the length or
width
> >of the runners between the intake manifold and the ports. I was
wondering
> >if it would be worthwhile to design a variable length add on (for a car
> >without any variable stuff) to the intake system which would fit between
> >the air intake scoop and the TB. Adding a variable intake before the TB
> >appeals to me because I only have access to an electronics lab (and some
> >hand tools).
> >
> >
> >Thanks in advance.
> >
> >
> >Wen
> >
> >
> >
>
***************************************************************************
> * Mark Eidson Voice: (602)752-6513
*
> * Fax: (602)752-6000
*
> * Manager System Integration and Home: (602)831-6079
*
> * Verification E-Mail: mark.eidson at tempe.vlsi.com
*
> * VLSI Technology, Inc.
*
> * 8375 South River Parkway
*
> * M/S 265
*
> * Tempe, Arizona 85284
*
>
***************************************************************************
>
> ------------------------------
>
> From: BERNT FRISK <bernt at mbox301.swipnet.se>
> Date: Thu, 06 Feb 1997 00:23:58 +0200
> Subject: REPLY:EEC-IV
>
> Date: Thu, 06 Feb 1997 00:00:22 +0200
> From: BERNT FRISK <bernt at mbox301.swipnet.se>
> Subject: reply-EEC-IV
> To: glover at midfre.com
> X-Mailer: EMBLA 1.2.1
> MIME-Version: 1.0
> Content-Type: TEXT/PLAIN; CHARSET=ISO-8859-1
>
> - --I hope that this is what you need about the pinout of
> your EEC-IV for your mustang
>
> Number. Color. Use.
>
> 1 BK/O keep-alive power Kapwr
> 3 DG/W Vehicle speed Vss +
> sensor positive
> 4 DG/Y Ignition Diagnostic IDM
> monitor
> 6 O/Y Vehicle speed Vss -
> sensor negativ
> 7 LG/Y Engine coolant ECT
> temp sensor
> 8 O/LB Fuel pump monitor FPM
> 10 BK/Y A/C compressor clutch ACC
> 11 W/BK Air managment AM 2
> solenoid 2
> 16 BK/O Ignition ground ING GND
> 17 T/R Self-test output STO/MIL
> check Engine
> 20 BK Case ground CSE GND
> 21 GY/W Idle speed control ISC/BPA
> bypass air
> 22 T/LG Fuel pump FP
> 23 LG/BK Knock sensor KS
> 24 Y/LG Power steering PSPS
> pressure switch
> 25 Y/R Air charge ACT
> temperature
> 26 O/W Reference voltage VREF
> 27 RB/LG EGR valve position EVP
> Sensor
> 29 DG/P Heated exhaust gas HEGO
> oxygen sensor
> 30 LB/W Neutral drive switch NDS
> only automatic
> 33 DG EGR vacum regulator EVR
> solienoid
> 36 Y/LG Spark out timing control SPOUT
> 37 R Vehicle power VPWR
> 40 BK/LG Power ground PWR GND
> 45 DB/LG Manifold absolut MAP
> pressure
> 46 BK/W Signal return SIG RTN
> 47 DG/LG Throttle position TPS
> sensor
> 48 W/R Self-test input STI
> 49 O Heated exhaust gas HEGOG
> oxygen sensor groung
> 51 W/R Air management sol- AM 1
> enoid 1
> 56 DB Profile ignition PIP
> pickup
> 57 R Vehicle power VPWR
> 58 T/O Injector bank 1 INJ 1
> 59 T/R Injector bank 2 INJ 2
> 60 BK/LG Power ground PWR/GND
>
> I hope that you can use this info !!
>
> - --Sincerely BERNT
>
> bernt at 301.swipnet.se
>
> ------------------------------
>
> From: Ross Forgione <ross at apdata.com.au>
> Date: Thu, 6 Feb 1997 10:57:58 -0600 (CST)
> Subject: Re: Radiator hose intake manifold
>
> I have seen emergency radiator hoses that you can bend to any shape.
> You buy them straight and bend to suit. To stop them from collapsing
> when bent, the manufacturers use an internal coil of wire. Coil
> spacings are about 8mm apart. The wall of the hose has a spiraled
> corrigation built into it to maintain the even spacing of the coil.
> This may make it unsuitable for the Manifold app. Perhaps you could use
> a similar method to strengthen a standard hose eliminating the
> corrigations but still maintaining the coil spacings.
>
> Just a suggestion.
>
>
>
>
> >
> > On Tue, 4 Feb 1997, Daniel Burk wrote:
> >
> > > We built one and nick-named
> > > it the "Squid".
> >
> > Aha!
> >
> > My current system has a short piece of rubber tube, but that would be
> > *before* the butterflies. Changing the throttle position would locate
> > them *after* on the vacuum side of things, which obviously is another
cup
> > of tea altogether. Didn't think of that.
> >
> > So that leaves me with two options, GRP or metal. From what I have seen
> > of exhaust systems, I have a suspicion that metal tube bent to the
radius
> > I need wouldn't be possible without distorting the inside of the bend.
> >
> > That leaves GRP, which perhaps could be cast using a suitable radiator
hose
> > as a core.
> >
> > Egil
> > --
> > Email: egilk at sn.no Voice: +47 22523641, 92022780 Fax: +47 22525899
> > Snail: Egil Kvaleberg, Husebybakken 14A, 0379 Oslo, Norway
> > URL: http://home.sn.no/home/egilk/
> >
> >
>
> ------------------------------
>
> From: Mazda Ebrahimi <kleenair at ix.netcom.com>
> Date: Wed, 05 Feb 1997 19:33:50 -0500
> Subject: Re: Tunable intake manifold question
>
> The chamber volumes before the throttle DO make a difference. Most
> modern production intake systems are based on a three degrees of freedom
> model consisting of (in order as air enters the engine): the snorkel,
> air chamber, zip tube, plenum, runner, and cylinder. The stuff above
> the throttle is mostly effective at lower RPMs (let's hope they are not
> restrictive at higher speeds!). You can treat every volume and its
> following tube length (as in the plenum and the intake runner, or the
> air chamber and the zip tube) as a spring mass system, where the mass is
> the mass of in the plenum plus the runner, and spring rate is:
> K = nPA^2/V where n is the polytropic constant, A is runner
> cross sectional area, and V is the volume. The resonance frequency of
> such a spring mass system is:
>
> f = c*sqr(A/LV)/(2*PI) where c is the acoustic velocity.
>
> to tune the system, you want the frequency of your pulses (derived from
> engine speed) to match this number at your target speed.
>
>
> Having said all that, most of the equations are from some hand notes I
> took while I attended a class on cam design. Since I don't design
> intake systems for a living, I don't recommend you actually believe what
> you just read without further investigation. I'm sure there are plenty
> of people here with more experience that can shed some more light on the
> subject. Enough with the fine print!!
>
> Best Regards, Mazda
>
>
>
> Mark Eidson wrote:
> >
> > I believe tuning only works on the runners between the plenum and the
valve. me
> >
> > At 03:38 PM 2/5/97 -0500, you wrote:
> > >I have examined some of the plans for the variable length/variable
volume
> > >intake systems used by Honda (in the Legend, Vigor and 1st & 3rd gen.
> > >Integra). All of their variable intake systems adjust the length or
width
> > >of the runners between the intake manifold and the ports. I was
wondering
> > >if it would be worthwhile to design a variable length add on (for a
car
> > >without any variable stuff) to the intake system which would fit
between
> > >the air intake scoop and the TB. Adding a variable intake before the
TB
> > >appeals to me because I only have access to an electronics lab (and
some
> > >hand tools).
> > >
> > >
> > >Thanks in advance.
> > >
> > >
> > >Wen
>
> ------------------------------
>
> From: Stuart Baly <S.Baly at BoM.gov.au>
> Date: Thu, 6 Feb 97 11:34:33 EST
> Subject: Re: DIY ABS
>
> >A local magazine called "zoom" has just featured a 70's 240Z that the
> >guy has retrofitted the ABS braking system from a 300ZX. I'm sure it's
>
> cut cut cut ...
>
> > Except for two things..
> >
> > 1) The programming will most likely be ALL wrong for the weight of the
> >vehicle
> > decel rates, slip angles, etc..
> >
> > 2) Most ABS units have all the code internal to uP so there is no
> >replaceable
> > EPROM to tweak.
> >
> > I think DIY_ABS is only useful if accompanied by DIY_EjectionSeat
> >
> > <grin>
>
> Actually, the guy in the article found a bigger problem. He inadvertantly
> swapped the left and right front wheel speed sensors during installation.
> According to the article, when he dropped anchor the first time, the car
> 'wanted to do a very quick U-turn'.
> I've found 'Zoom' magazine to be a fairly good read. It's
actually
> an offshoot of 'Silicon Chip' magazine. Its head honcho seems to know his
> stuff, and it seems to be about the only credible auto tech magazine
> produced in Aus. - I've got a thing about believing any info published in
a
> magazine with bikini babes on the cover.
>
> Stuart.
>
> =========================================================
> Stuart Baly (S.Baly at BoM.gov.au)
> '71 Datrat 1600, '89 Kawasaki GPz900R, '81 Yamaha RD350LC
> =========================================================
>
> ------------------------------
>
> From: Todd Knighton <knighton at net-quest.com>
> Date: Wed, 05 Feb 1997 19:40:54 -0800
> Subject: Motronics Calibrator
>
> To everyone.
> With all the talk about the Mike's Calibrator for the Ford stuff, I
> thought I should point out something. With all our experiences with the
> Motronics units, we've come up with some pretty good software for
> calibrating the Motronics units, primarily Porsche 911 stuff, some 944.
> We've got the ability to calibrate the slow method, by eproms, or
> live-tune, with either serial link or emulation methods. We also have
> the ability to convert some of the systems from air-flapper to mass-air
> to speed density for street-turbo's or racing applications.
> We were just starting to think about the possibility of marketing some
> of the hard work and time we've put into these systems, and were
> wondering what kind of call there is for this in the market.
>
> - --
> Todd Knighton
> Protomotive Engineering
> knighton at net-quest.com
>
> ------------------------------
>
> From: Mark Bjork <snomo at ballcom.com>
> Date: Tue, 04 Feb 1997 18:12:09 -0800
> Subject: Re: O2 sensor and white smoke
>
> Thomas Burns wrote:
> >
> > Sorry to open up this can of worms again, but I can't remember if there
was
> > ever a final conclusion...
> >
> > Is the O2 sensor supposed to replaced as part of regular maintenance
and if
> > so, how often?
> >
> > Also, let's talk about causes for white smoke. Not thick and bellowing
but
> > visible from behind during heavy acceleration from by high mileage
302HO. I
> > was told by a friend that it is frequently caused by valve seals. I
thought
> > that leaking valve seals was mostly evident during starting by blue
smoke!
> >
> > -TomHmm, white smoke? Is your coolant level ok? If your engine has been
> "using coolant" lately, plan on tearing into it to check out the
> following:
> Head Gasket (if your lucky)
> Cracked Head
> Cracked Block
> Leaking Intake Manifold Gasket
>
> Good Luck,
>
> Mark
> snomo at ballcom.com
>
> ------------------------------
>
> From: dave.williams at chaos.lrk.ar.us (Dave Williams)
> Date: Wed, 05 Feb 1997 21:42:00 -0500
> Subject: Re: Radiator hose intake manifold
>
> - -> >throttle plates would close, the squid would constrict itself and
> - -> >shorten it's length a good two inches. When the throttle plates
> - -> would >knock open, the squid would release it's energy and uncoil.
> - -> Tuning the >intake was impossible!
>
> That's interesting. Back many years ago it was common for
> single-cylinder motorcycles to mount the carburetor to the chassis
> instead of the engine and use a longish rubber hose to connect them.
> The idea was to isolate the carb from engine vibration. I suspect they
> were using a rather more rigid hose than you were. <grin>
>
>
> ------------------------------
>
> From: "Loyd Bonecutter" <loydb at enteract.com>
> Date: Wed, 5 Feb 1997 22:37:32 -0600
> Subject: O2 Sensor Replacement
>
> I've heard low O2 cross counts between frames was the way to detect a
lazy
> sensor. Have never seen the high and low reading deviate as much as
> sugguested below, but I've never used a volt meter, just the voltages
> indicated on an OTC 2000. Should I rethink this position ? Maybe I need
a
> fresh O2 sensor !
>
> Loyd Bonecutter
> Brookfield, IL
> - ----------
> > ------------------------------
> >
> > From: Mazda Ebrahimi <kleenair at ix.netcom.com>
> > Date: Mon, 03 Feb 1997 19:57:22 -0500
> > Subject: Re: O2 sensor and white smoke
> >
> > Tom Cloud wrote:
> > >
> > > > Is the O2 sensor supposed to replaced as part of regular
maintenance
> and if
> > > > so, how often?
> > >
> > > I read somewhere that the sensors begin to deteriorate (lower output)
> > > at around 35k.
> > >
> > > Tom Cloud <cloud at peaches.ph.utexas.edu>
> >
> > Usually when the sensors start to deteriorate, you can tell by the
shape
> > of the signal. What used to look like a strong toggle (almost like a
> > switch), becomes slower, eventhough the sensor reaches the high
voltage.
> > This doesn't necessarily mean the sensor is a waste. The
> > manufacturers generally leave a margine of error for sensor response
> > time in their transport delay calculations (transport delay is the
> > amount of time it takes the fuel to go from the tip of the injector to
> > the O2 sensor).
> >
> > On a closed loop system, if you notice that the sensor is not reaching
> > .8 to .9 volts, you should probably replace the sensor. The same is
> > true for the low end. The toggle should go down to about .1 to .15
> > volts.
> >
> > Best Regards, Mazda
> >
> > ------------------------------
>
> ------------------------------
>
> End of DIY_EFI Digest V2 #43
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