Gawd; For starters, pull the aircleaner and look down the tbi throat to see
if the fuel
is puddling up on the butterflies. Try to see the spray pattern, one of the
injectors might be dirty or stuck open.
Make sure all of the vacuum lines are solid and in place. Reach in and see
if you can wiggle the tps. It
should be nice and tight. Using a thin screwdriver, move the tps lever from
the idle position.
If you get no change in idle condition the tps could have failed sending a
partial open signal to the computer.
There has been lot of heat under that 15 year old hood and the tps
connector is not the most robust I have seen.
Mine came apart and crumbled in my hands when I was chasing a similar
problem on my 87 K5.
A new connector and tps solved the problem. Also a bottle of Techron every
2-3 months helps a lot.
Another thought; I have had the O2 sensor go bad without throwing a code.
This can make the truck run
rich as well.
Just some ideas.
I said nothing about you taking it to a shop.
I'm waiting to see the results of your part
hanging. You never know, you might get lucky
and fix it with one component. Which will mean
nothing, but that you got lucky.
The only person I see riding a high horse is you
and your negative comments about technicians.
And then you are the first one to be looking for
help and advice.
Jeez I watched the race and missed all of the fun! I think JR was
headed in the right direction with the tbi unit. These units do
develop internal leaks over time, and a rebuild is inexpensive
and takes about two hours. Tomco has kits available which
provides new seals and a new pressure regulator, if memory serves.
You'll need a can of Gumout carb and choke cleaner, a razor blade
scraper or a single edge razor will do, in order to clean up the
mating surfaces, and a brass bristle brush, toothbrush size to clean
up the casting without scratching it. A set of line wrenches will help
since you'll need to disconnect the feed and return lines at the unit
in order to facilitate removal, and a inexpensice torx head bit set
for dissasembly. Been some time since I did one of these, but quite
basic. Let us know what you decide to do. Oh by the way, where is the
Have a great one!
On Sat, 21 Jun 2003 23:56:08 -0700, "GaWd"
Group: alt.autos.4x4.chevy-trucks Date: Sat, Jun 21, 2003, 11:56pm
(CDT-2) From: samroza@*NOSPAM*hotmail.com (GaWd)
My truck's being a POS lately. I have no leads to go on at this point,
but to throw parts at it and see how she responds. No codes.
K-Here's the symptoms.
-poor/varying mileage. Some tanks it's 10mpg, sometimes it's 6, other
times it's been as high as about 15
-throttle response issues. slow to react to the foot.
-rich exhaust smell.
-Today after parking her for a minute, when I cam out and started her
up, and took off, she stalled. Still no codes.
-Yesterday while warming her up in the afternoon, there was a pretty big
stumble in idle. No code for that either.
I haven't thrown parts at it just yet. I'm pretty sure it's time for a
new ICM and coil pack. It's probably time for a new CTS, and MAP/BARO
sensor as well.
Where should I go with this?
let's chunk some parts at it......fk it.
it's your money..and you're willing.
I think your your on the money with the
ignition module and coil pack..
give er a shot...
saw all the names and thought it was a block party......carries his
bladder acid back to the car......
Re: Questions-350cid 88K1500
Group: alt.autos.4x4.chevy-trucks Date: Wed, Jun 25, 2003, 12:45am
"Guitar Boogie" wrote
you can quit butter'n his balls now.....
he forgives you...
From: firstname.lastname@example.org (shiden_kai)
Come on, Marshy....please be
original. That's more important
then being knowledgeable...I'd say.
quits the Johny Cash repertoir and starts writing his own songs.....
i SAY CHECK THE INJECTORS FOR CLOG OR LAG WATCH IT WELL ITS RUNNING. CHECK
THE PLUGS CONNECTED TO THE OIL PRESSURE SENSOR AND THE MAP SENSOR MINE DID
THE SAME THING BECAUSE OF A LOOSE OIL PRESSURE SENSOR IT KICKS DOWN THE FUEL
PRESURE TO SAVE THE ENGINE.
Hardly. While the circut is as you describe, the effects of increased
resistance in one of the redundant circuts would be countered by the
ECM. The ECM monitors fuel pump voltage and adjusts the fuel injector
pulse width to compensate for fluctuations in voltage. This is what
allows the engine to continue to run when the alternator fails. At
least, it'll run until the battery dies.
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