‘74 1.8L L-Jetronic Cold Start Low Idle, Mystery solved! |
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‘74 1.8L L-Jetronic Cold Start Low Idle, Mystery solved! |
Van B |
Nov 7 2021, 04:01 PM
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#1
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Senior Member Group: Members Posts: 1,618 Joined: 20-October 21 From: WR, GA Member No.: 26,011 Region Association: None |
Ok fellas, here’s the run down Aux Air Regulator (AAR) and Cold Start Valve (CSV)/injector both work fine. Many of you have also been keeping up with my high idle issue that we figured out.
But yet, when the car is cold, i.e. room temp, I don’t get the high idle I should on start-up. Instead she cranks a bit and then lumbers to life. Idle lopes around 700-800rpm and then smooths out as it warms. In all other aspects of operation, the engine seems to be pretty happy. Thoughts? Experience? (IMG:style_emoticons/default/confused24.gif) -Van See post #419 on page 14 for a synopsis of the outcome. |
Van B |
Nov 15 2021, 07:23 PM
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#2
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Senior Member Group: Members Posts: 1,618 Joined: 20-October 21 From: WR, GA Member No.: 26,011 Region Association: None |
Emery, AFM is attached to the air filter housing. It's the sunset box on that diagram.
Subset* stupid autocorrect |
emerygt350 |
Nov 15 2021, 07:40 PM
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#3
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Advanced Member Group: Members Posts: 2,511 Joined: 20-July 21 From: Upstate, NY Member No.: 25,740 Region Association: North East States |
Emery, AFM is attached to the air filter housing. It's the sunset box on that diagram. Wow! That is nuts! I had looked at the layout in the Chilton's but it never hit me it was pre everything else. It seems insane to measure total air entering and then try to use a part of that total air to modify the afr. In fact it still doesn't make sense. Cake and eat it too. I must read.... |
emerygt350 |
Nov 15 2021, 07:52 PM
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#4
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Advanced Member Group: Members Posts: 2,511 Joined: 20-July 21 From: Upstate, NY Member No.: 25,740 Region Association: North East States |
Wow, so basically a pot on the throttle and a TPS on the flap, and the aar cheats the TPS on the throttle by sneaking air without moving the throttle plate. Interesting, and explains the extreme sensitivity to vacuum leaks in ljets. If it is all based on ratios of signals between those two pots...
Yeah, squeeze away or get yourself a good hydroponic valve like mine.... |
ClayPerrine |
Nov 16 2021, 09:57 AM
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#5
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Life's been good to me so far..... Group: Admin Posts: 15,948 Joined: 11-September 03 From: Hurst, TX. Member No.: 1,143 Region Association: NineFourteenerVille |
Wow, so basically a pot on the throttle and a TPS on the flap, and the aar cheats the TPS on the throttle by sneaking air without moving the throttle plate. Interesting, and explains the extreme sensitivity to vacuum leaks in ljets. If it is all based on ratios of signals between those two pots... Yeah, squeeze away or get yourself a good hydroponic valve like mine.... Actually, there is no "TPS" on an L-Jet system. There is only a idle switch and a wide open throttle switch, so the ECU only knows those two states of throttle movement. And the 912-E didn't even have the WOT switch. It was that way on the evolution of L-Jet called DME until 1995. The 964 has a switch like the 1.8L L-jet that only shows WOT or idle. The first DME to get a real TPS that actually measured throttle position was the 993. Clay |
emerygt350 |
Nov 16 2021, 12:38 PM
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#6
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Advanced Member Group: Members Posts: 2,511 Joined: 20-July 21 From: Upstate, NY Member No.: 25,740 Region Association: North East States |
Crazy. I am surprised just the flapper can tell the engine everything it needs, very cool. Just thinking of all the potential combinations like part throttle decel (high volume moving past a small throttle opening) vs very open throttle chugging at low RPM.
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