Date: Tue, 22 Sep 1998 21:43:51 EDT
Reply-To: kenneth d lewis <kdlewis@JUNO.COM>
Sender: Vanagon Mailing List <Vanagon@vanagon.com>
From: kenneth d lewis <kdlewis@JUNO.COM>
Subject: Re: 83 h20 fuel injection problem
Terrence;
I highly commend you on your elaborate discription of the problem
and you logical trouble shooting methods. By fuel injection module I
suspect you mean ECU. I believe you have already done this but to be sure
I re-iterate: Unplug the ECU and check the resistances back into the
engine. Use a good quality digital meter and know exactly what the
temperature of the coolant temp sensor is. This is the most important. I
accomplished this by leaving a digital thermometer in the engine
compartment over night and checking the sensor in the morning when both
temps ad equalized. This sensor ,I beleive , controls the air/mixture
richness more than anything else. Use the chart in the Bentley to compare
your value.
I have read that the coils can be suspect, if you have another
swap it out but I think the probability of sucess is low here.
Seeing how it is rpm dependant what about the distributor? I had
a timing advance problem on our 85 that plagued us until I dis-assembled
it and cleaned/lubed it. How many of us oil the felt button under the
rotor? Let me know what you find.
Drive Safely & Good Luck
Ken Lewis<Kernersville,NC>86 VW crewcab;60 T-5 Coupe
On Tue, 22 Sep 1998 14:18:00 -0400 Terrence Tickle
<tickle@ENG.MC.XEROX.COM> writes:
>Hi,
>
>I have an 1983 Vanagon. The first year for the water cooled engine.
>1.9 liter, with Bosch Digijet fuel injection, and automatic
>transmission. 140,000 miles.
>
>This longstanding problem which has persisted between motors manifests
>itself as follows:
>1) richness - black exhaust when accelerating and carboned up
>sparkplugs (all sparkplugs look the same)
>2) runs very rough at several speeds:
> at 25 miles/hour (sometimes)
> at 40-50 miles/hour (almost always)
> (although sometimes this symptom is not present)
>
>Here is the recent history:
>1) new motor (from VW, not rebuilt)
>2) new plugs/wires/distr. cap/rotor
>3) ground connections have been checked, cleaned, repaired
>4) new air box (measures airflow and air temp)
>5) new air filter and fuel filter
>6) cleaned and sealed gas tank
>7) new engine temperature sensor
>
>**** Static checks: ****
>1) continuity checked all wiring from airbox to Fuel Injection Control
>2) continuity checked all remaining connections to Fuel Injection
>Control
>3) bench checked the aux air regulator
>4) checked out throttle position switches back to Fuel Injection
>Control
>
>**** Dynamic checks: (I borrowed a scope from work this w/e) ****
>
>[The "stumbling" that occurs at 25 and 40-50 will occur sometimes when
>racing engine at mid-range rpms. I made most of these measurements
>while the stumbling was occurring.]
>
>1) Ignition coil signal (from pin 1 of the Ignition Control) looked
>good during stumbling condition.
>2) Timing signal from Ignition Control (pin 7) to Fuel Injection
>Control (pin 1) looked good during stumbling condition.
>3) Fuel pressure measured OK.
>4) Fuel injector timing - looked about as expected EXCEPT when
>stumbling occurs. During stumbling the injector pulses stop (no fuel)
>for 150 - 200 millisec or more.
>5) Oxygen sensor - most of the time the sensor output measures around
>800 millvolts (rich). However, ONCE when racing the engine, I found
>the O2 sensor output switching between 800 millivolts and 200
>millivolts with a period of 400 milliseconds (200 millseconds at 800
>millivolts and 200 milliseconds at 200 millivolts). After racing the
>engine the O2 sensor output will drop down to 100-200 millivolts
>(lean) for the time that the injectors shutdown (following the idle
>switch actuation).
>6) Checked out the engine temperature sensor with the engine hot.
>
>Perhaps that is enough for now ... I would value any suggestions that
>may lead to a solution! My wife likes the Vanagon better than our
>much newer, Extended Ford Aerostar Wagon.
>
>Thanks a lot,
>Terry Tickle
>tickle@eng.mc.xerox.com
>
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