122_Canuck wrote:
The car starts ... and idles fine. When driving the car will occasionally idle at 2000 RPM and not come down unless I kick it into gear.
Could be condensation freezing up in your throttle body or moist linkage/throttle cables. You're not using the manifold heat in the airbox, since you've got a header, so your intake air temperature is mighty cold, which DOES make a difference in these cars. The cold/wet air also plays havoc with the idle air bypass valve, and when you open the throttle the equalized pressure on both sides of the valve allow it to move again.
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Then as things warm up, the idle speed drops right off (500 RPM) and things die to the point that I can't drive without my foot on the throttle. Not great this time of year.
Not surprising. The mix is probably way out due to it not having any feedback loop or having really been tuned to any particular AFR in this weather. I think this is all pretty common sh!t to anyone who's driven a "normal" K-jet car without regulated idle or lambda.
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Thinking that the CPR is not getting the right vac signal as we dicked around with this when we put the engine back in the car
I think we're going to have troubles with this vac signal thing... As far as I'm concerned, the CPR needs no vacuum. For a Canadian B23E, the PTVV only opens when
hot in order to activate the EGR, that goes along with the pulsair that these engines normally have. The PTVV in the Turbo model is only open when
cold in order to feed the CPR (pre-'84 only) a TEMPORARY vacuum signal when vacuum drops, in order to burp an extra bit of fuel into the engine for a second or two. In the 13 years I've owned and have been working on 240s and to the best of my recollection, I've never seen a ported CPR on a B23E.
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The high idle could be related to the thermal time switch staying on and delivering excess fuel via the cold start injector.
The TTS can only close if the coolant is cold and if the coil within the TTS is cold. Passing current heats up the coil after at most 15 seconds and opens the switch. But whether the switch is open or stuck closed, it doesn't matter because the TTS passes power to the cold start injector when the starter is spinning the engine. Power for the cold start injector is taken right off the starter solenoid.