|
|
|
Friday I took the 1988 244GL B230F for the test. This is after replacing the air filter, air box T-stat, pre-heat tube (they look for it), the fresh air hose (old one had a 1/16 x 1/2 inch hole), the oil trap, flame trap, the PCV hoses, and the cat-back exhaust system (from anothe car).
It tested too high on one, too low on another, thank goodness the test guy is a buddy and we weren't hooked into the state computer. He said "Dirty Burn" another mech there said "not enuf air".
The ignition wires, distributor cap & rotor, Bosch W7RDC spark plugs and Fuel Pressure Regrulator, are all about 6 months old. In Feb we ran 2 cans of Techron through the fuel system in 70mph highway driving (long trip).
It has a sort of random hiccup, even after all those new parts. Huuuuuuum pum huuuuuuuuuuuum pum pum huuuum pum huuuuuuuum, pumitypum, and so on. Idle speed or 2400 RPM, same hiccup. Not apparently tied to a specific cylinder.
I feel stumped, and have a visceral revulsion to paying anyone to do anything before I have run out of fixes.
Before investing in
1) a BG Induction Cleaning ($130)
2) a new ambient temp. sender ($35 Volvo)
3) a new O2 sensor ($179 Volvo)
4) new timing belt (it is due soon)
5) getting the injectors cleaned
6) checking to see if it has a burned valve somewhere,
7) taking it to my Volvo guy (Nils Nilssen, his real name!)
I would like some ideas of what sort of thing could cause the problem?
Your input will be greatly appreciated.
Thanks in advance,
Bob
:>)
|
|
-
|
|
|
There is a good possibility that the air flow meter is involvoed. I've had that happen before, but I can't remember specifically which reading it caused to go high. It did cause a rich condition, which led to a burned out cat. The 02 sensor lived, however.
There is also a possibility that the catalytic converter needs replacement. They usually do after a while. But some cars can sail through smog with an empty cat.
I doubt the valvetrain is involved.
--
Chris Herbst
1992 745, 68k
And others:
93 944, 150k
90 245, 110k
88 744, 160k
87 245, 185k
|
|
-
posted by
someone claiming to be Alex
on
Sun Apr 21 17:39 CST 2002 [ RELATED]
|
|
You didn't say what the readings were (high NOx? high CO? excessive hydrocarbons?), but my guess lies at the following URL.
http://home.pacbell.net/jazepeda/volvo/chrysler%20ignition.txt
- alex
'85 244 Turbo
|
|
-
posted by
someone claiming to be B.C. on another computer
on
Sun Apr 21 18:47 CST 2002 [ RELATED]
|
|
My focus was so much on "It Flunked" that I missed writing down some of the readings. There are 4 on the screen, the lower 2 were OK.
Upper right is CO, they want 1.20 max, car was hitting 1.36 maybe 1.40. The upper left might have been NOx, not sure. Can't recall the numbers, but they were close to OK. Noted that when rpm's dropped from the 2500 test level back to 750 idle, that number spiked to 575 and then dropped back down to close to normal.
Chris - the cat was included in the swap. It's from a 1984 B23F with 155K on it, and had not run in 4 or 5 years. The Volvo part number shows the same for those years, 8551607-8. Also Chris - thanks for the info re: valve train seldom involved.
May 1st our area switched to an IMM test for non-OBDII cars, uses a dynamometer, and I'm trying to get both daily drivers passed B4 that date. Also, May 1st the number of area test stations drops from 1150 to below 500, as shops don't see any economy is putting in a $40K machine that will never pay back.
Thanks all you guys. Monday will be test day and clean electrical connections day. Tuesday will be salvage yard day, for AMM (to replace the one I just sold) and maybe a cat and maybe the amdient temp sender.
Regards to all,
Bob
:>)
|
|
-
|
|
|
Bob,
I've had several cases with simular Bosch systems but not this engine.........
In most cases it turned out to be a failing CPS (crank position sensor).
Can't say that's your problem, but it's a good place to check B4 spending the $
|
|
-
posted by
someone claiming to be B.C. away from aol.com
on
Sun Apr 21 17:18 CST 2002 [ RELATED]
|
|
Thanks, I think that a failing crank position sensor would be easier than figuring out what I have. The LH 2.2 diagrams do not show a CPS, so I guess I'll have to test a bunch of the other things.
Thanks again,
Bob
:>)
|
|
-
|
|
|
It would help if you told us what the problem is. "One" or "another" isn't enough.
|
|
-
|
|
|
and in there was one (I thought) question: There is a random "hiccup" which is a mis-fire. Given the new parts I have put in, what are the possible causes of the hiccup?
The test folks believe that the hiccup is the cause of the failing results.
I have some ideas, but I want to know other ideas, too.
I don't mind spending the money, if the result is a cure.
Another way to read the post:
Could the ___ X ____ cause the hiccup, and if so, why?
where "X" equals O2 Sensor, or ambient temp? or the cat? or a bum fuel filter? or dirty contacts in the connector on ICU? on AMM?
I don't know if any of these things would cause the hiccup, do you?
Hard to describe how it's running, I know. I wish I could put in a sound bite.
Any ideas, such as "check the _______ because when it's bad the mixture is ______ and the engine will hiccup." Or something like that.
Thanks for the interest,
Regards,
Bob
:>)
|
|
-
|
|
|
I suspect a burnt valve which is not uncommon.
|
|
-
|
|
|
My 1987 240 with 150k failed the Virginia dyno test two years ago due to high NOX (1600ppm at 25mph and the limit was 1163). Turned out to be a bad O2 sensor. If you have an multimeter, there's a simple way to test it shown in the Haynes and Bentley manuals.
|
|
-
|
|
|
Oxy sensor? Cat? Timing? Lean or Rich? When was the last time you replaced the OXY ?..I am really only familar with the B21FT..not electric fuel injection.. Regards.
--
john ..1985 245:GLTi..233k mi.. so. california..firewall braces,new bushings,tie rods,ball joints,strut mounts,Boge automatics(ft)KYB (rr),new PBR deluxe brakes,Yokahama AVS db 205/60, floor pan repair,air box modification,T-3 watercooled...
|
|
|
|
|
