Home » Public Forums » GMCnet » [GMCnet] Still at It
| [GMCnet] Still at It [message #221909] |
Tue, 10 September 2013 09:57  |
glwgmc
Messages: 1014
Registered: June 2004
Karma: 10
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Senior Member |
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Wow! What an episode. Sure wish I had a magic bullet for you. The only things you have not commented about are the electrical feeds going to your system. Someone a day or so ago suggested bypassing the ignition switch and I would do the same with the neutral safety start switch at the bottom of the steering column. A wire running straight from the battery to a toggle switch in the drivers compartment and on to the distributor and EFI would at least eliminate anything in the upstream electrical feed. The only other thing I can think of is perhaps something in your surge tank or one of the lines coming from the surge tank to the EFI is blocking fuel flow periodically.
You can always park it and fly out to Medford where we can pick you up and take you to Coos Bay for a cooling off period! (grin)
Jerry Work
The Dovetail Joint
Fine furniture designed and hand crafted in the 1907 former Masonic Temple building in historic Kerby, OR
Visitors always welcome!
glwork@mac.com
http://jerrywork.com
541-499-1027
541-592-5360
..................
Message: 1
Date: Mon, 9 Sep 2013 23:13:36 -0400
From: Ken Henderson <hend4800@bellsouth.net>
Subject: Re: [GMCnet] Still at It
To: gmclist <gmclist@temp.gmcnet.org>
Message-ID:
<CANsh1i2snCfzVJPCb-3jrcmOf1BtU-f5eG4vimLk6x1MAajZ6A@mail.gmail.com>
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Another episode:
Up at 0630, the Honda's flat was fixed by 0820. We hit the bottom of the
steep grade to Monarch Pass at about 1000, with the temperature around
70*F. We disconnected the toad and I attempted the dreaded climb to
11,312' MSL.
With the spare distributor installed (and advanced a bit by vacuum 'cause
it wound up too retarded), I had high hopes of being able to creep to the
top without stopping. And so I did -- in 2nd gear, at 40-50 mph, with part
throttle, speed limited by the curves, not the grade! SHE reported at the
top, "I got tears in my eyes I was so proud..."
I was prepared to give Gordon a great big atta-boy for convincing me to
swap out the distributor. Until about 1300, when, as we cruised across the
4300' MSL high plains, the old "Run a while then rest a while" game started
all over again. :-((
Apparently the Monarch success was all due to the cool temperature, not
anything I did. My last, futile, effort today was to remove the top of the
grille-to-radiator duct I installed some months ago. I was hoping that by
allowing air spillage over the top of the radiator (like OEM), the heat
would be better scavenged from the top of the engine compartment. No
noticeable change at all.
No, the tank vents are NOT plugged. No, unfortunately I am not logging
EBL, nor even monitoring it: My WUD computer died over a month ago, taking
with it my only RS-232 port. I haven't been able to get a 232-USB adapter
for the remaining functional laptop. DON'T I WISH!!! The more symptoms I
see, the more confused I get: Level road, 65 mph, 10-12"Hg (4300' MSL),
AFR 14.7 -- suddenly, the engine rpm bleeds off. With constant throttle,,
vacuum rises; on CC, it drops because the CC opens the throttle trying to
maintain rpm. Sometimes slowing will let the engine catch back up briefly,
or even resume normal operation for a mile or two. Eventually, engine dies
completely. But it may require only a 3 to 5 minute rest before starting
and running fine for another 15-30 minutes; then it wants another rest.
There's never any correlation with bumps or road surface that might
indicate a loose connection. I've reseated most of those too.
One suspect part I have not replaced is the coil. I did disassemble the
one that's installed to examine and refresh all its contacts. Tomorrow
I'll replace it. What more can I do???
Ken Frustrated H.
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Jerry & Sharon Work
78 Royale
Kerby, OR
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| Re: [GMCnet] Still at It [message #221977 is a reply to message #221909] |
Tue, 10 September 2013 17:34  |
Ken Henderson
Messages: 8726
Registered: March 2004
Location: Americus, GA
Karma: 9
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Senior Member |
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We got started at about 0900 this morning with the spare coil/cap
installed. Ran rough as a cob cold, but I figured it would smooth out when
it warmed up. It did -- as long as rpm's were above 2000. During our
lunch stop, I tried to find the miss. The spark test light showed one
plug's spark a lot weaker than the others. I couldn't find any reason for
that, so I'll replace the cap when the engine's cool again.
Aside from the miss, the engine ran fine through the Kansas heat. Unless
it acts up again, I'll have to assume the coil was the culprit -- though
without the hot mountain grades to try, I can't be sure.
My dash instruments just can't replace the EBL WUD. For example, the
narrow band AFR bouncing bar indicator mostly shows nothing -- Lean, in
other words. Only occasionally (every 60 seconds as I have the parameter
set) does the bar indicate the desired 14.7. Why? Because on these level
roads, the ECU's mostly commanding Lean Cruise, at an AFR of 16+. IF I had
WUD, I could see the wide band reading to tell me that (as well as the LC
indicator). That, or one of the many other clues, might have enabled me to
trap my gremlin.
Ken H.
On Sep 10, 2013 8:57 AM, "Work Jerry" <glwork@mac.com> wrote:
>
> Wow! What an episode. Sure wish I had a magic bullet for you. The only
things you have not commented about are the electrical feeds going to your
system. Someone a day or so ago suggested bypassing the ignition switch
and I would do the same with the neutral safety start switch at the bottom
of the steering column. A wire running straight from the battery to a
toggle switch in the drivers compartment and on to the distributor and EFI
would at least eliminate anything in the upstream electrical feed. The
only other thing I can think of is perhaps something in your surge tank or
one of the lines coming from the surge tank to the EFI is blocking fuel
flow periodically.
>
> You can always park it and fly out to Medford where we can pick you up
and take you to Coos Bay for a cooling off period! (grin)
>
> Jerry Work
> The Dovetail Joint
> Fine furniture designed and hand crafted in the 1907 former Masonic
Temple building in historic Kerby, OR
> Visitors always welcome!
> glwork@mac.com
> http://jerrywork.com
> 541-499-1027
> 541-592-5360
> ..................
> Message: 1
> Date: Mon, 9 Sep 2013 23:13:36 -0400
> From: Ken Henderson <hend4800@bellsouth.net>
> Subject: Re: [GMCnet] Still at It
> To: gmclist <gmclist@temp.gmcnet.org>
> Message-ID:
> <
CANsh1i2snCfzVJPCb-3jrcmOf1BtU-f5eG4vimLk6x1MAajZ6A@mail.gmail.com>
> Content-Type: text/plain; charset=UTF-8
>
> Another episode:
>
> Up at 0630, the Honda's flat was fixed by 0820. We hit the bottom of the
> steep grade to Monarch Pass at about 1000, with the temperature around
> 70*F. We disconnected the toad and I attempted the dreaded climb to
> 11,312' MSL.
>
> With the spare distributor installed (and advanced a bit by vacuum 'cause
> it wound up too retarded), I had high hopes of being able to creep to the
> top without stopping. And so I did -- in 2nd gear, at 40-50 mph, with
part
> throttle, speed limited by the curves, not the grade! SHE reported at the
> top, "I got tears in my eyes I was so proud..."
>
> I was prepared to give Gordon a great big atta-boy for convincing me to
> swap out the distributor. Until about 1300, when, as we cruised across
the
> 4300' MSL high plains, the old "Run a while then rest a while" game
started
> all over again. :-((
>
> Apparently the Monarch success was all due to the cool temperature, not
> anything I did. My last, futile, effort today was to remove the top of
the
> grille-to-radiator duct I installed some months ago. I was hoping that by
> allowing air spillage over the top of the radiator (like OEM), the heat
> would be better scavenged from the top of the engine compartment. No
> noticeable change at all.
>
> No, the tank vents are NOT plugged. No, unfortunately I am not logging
> EBL, nor even monitoring it: My WUD computer died over a month ago,
taking
> with it my only RS-232 port. I haven't been able to get a 232-USB adapter
> for the remaining functional laptop. DON'T I WISH!!! The more symptoms I
> see, the more confused I get: Level road, 65 mph, 10-12"Hg (4300' MSL),
> AFR 14.7 -- suddenly, the engine rpm bleeds off. With constant throttle,,
> vacuum rises; on CC, it drops because the CC opens the throttle trying to
> maintain rpm. Sometimes slowing will let the engine catch back up
briefly,
> or even resume normal operation for a mile or two. Eventually, engine
dies
> completely. But it may require only a 3 to 5 minute rest before starting
> and running fine for another 15-30 minutes; then it wants another rest.
> There's never any correlation with bumps or road surface that might
> indicate a loose connection. I've reseated most of those too.
>
> One suspect part I have not replaced is the coil. I did disassemble the
> one that's installed to examine and refresh all its contacts. Tomorrow
> I'll replace it. What more can I do???
>
> Ken Frustrated H.
>
>
>
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://temp.gmcnet.org/cgi-bin/mailman/listinfo/gmclist
_______________________________________________
GMCnet mailing list
Unsubscribe or Change List Options:
http://temp.gmcnet.org/cgi-bin/mailman/listinfo/gmclist
Ken Henderson
Americus, GA
www.gmcwipersetc.com
Large Wiring Diagrams
76 X-Birchaven
76 X-Palm Beach
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| Re: [GMCnet] Still at It [message #221980 is a reply to message #221977] |
Tue, 10 September 2013 17:55 |
emerystora
Messages: 4442
Registered: January 2004
Karma: 13
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Senior Member |
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Ken
Don't overlook the possibility of a bad spark plug wire on that plug.
You can always temporarily swap wires with another plug and retest it to determine if the wire is at fault.
Emery Stora
On Sep 10, 2013, at 4:34 PM, Ken Henderson wrote:
> We got started at about 0900 this morning with the spare coil/cap
> installed. Ran rough as a cob cold, but I figured it would smooth out when
> it warmed up. It did -- as long as rpm's were above 2000. During our
> lunch stop, I tried to find the miss. The spark test light showed one
> plug's spark a lot weaker than the others. I couldn't find any reason for
> that, so I'll replace the cap when the engine's cool again.
>
> Aside from the miss, the engine ran fine through the Kansas heat. Unless
> it acts up again, I'll have to assume the coil was the culprit -- though
> without the hot mountain grades to try, I can't be sure.
>
> My dash instruments just can't replace the EBL WUD. For example, the
> narrow band AFR bouncing bar indicator mostly shows nothing -- Lean, in
> other words. Only occasionally (every 60 seconds as I have the parameter
> set) does the bar indicate the desired 14.7. Why? Because on these level
> roads, the ECU's mostly commanding Lean Cruise, at an AFR of 16+. IF I had
> WUD, I could see the wide band reading to tell me that (as well as the LC
> indicator). That, or one of the many other clues, might have enabled me to
> trap my gremlin.
>
> Ken H.
>
> On Sep 10, 2013 8:57 AM, "Work Jerry" <glwork@mac.com> wrote:
>>
>> Wow! What an episode. Sure wish I had a magic bullet for you. The only
> things you have not commented about are the electrical feeds going to your
> system. Someone a day or so ago suggested bypassing the ignition switch
> and I would do the same with the neutral safety start switch at the bottom
> of the steering column. A wire running straight from the battery to a
> toggle switch in the drivers compartment and on to the distributor and EFI
> would at least eliminate anything in the upstream electrical feed. The
> only other thing I can think of is perhaps something in your surge tank or
> one of the lines coming from the surge tank to the EFI is blocking fuel
> flow periodically.
>>
>> You can always park it and fly out to Medford where we can pick you up
> and take you to Coos Bay for a cooling off period! (grin)
>>
>> Jerry Work
>> The Dovetail Joint
>> Fine furniture designed and hand crafted in the 1907 former Masonic
> Temple building in historic Kerby, OR
>> Visitors always welcome!
>> glwork@mac.com
>> http://jerrywork.com
>> 541-499-1027
>> 541-592-5360
>> ..................
>> Message: 1
>> Date: Mon, 9 Sep 2013 23:13:36 -0400
>> From: Ken Henderson <hend4800@bellsouth.net>
>> Subject: Re: [GMCnet] Still at It
>> To: gmclist <gmclist@temp.gmcnet.org>
>> Message-ID:
>> <
> CANsh1i2snCfzVJPCb-3jrcmOf1BtU-f5eG4vimLk6x1MAajZ6A@mail.gmail.com>
>> Content-Type: text/plain; charset=UTF-8
>>
>> Another episode:
>>
>> Up at 0630, the Honda's flat was fixed by 0820. We hit the bottom of the
>> steep grade to Monarch Pass at about 1000, with the temperature around
>> 70*F. We disconnected the toad and I attempted the dreaded climb to
>> 11,312' MSL.
>>
>> With the spare distributor installed (and advanced a bit by vacuum 'cause
>> it wound up too retarded), I had high hopes of being able to creep to the
>> top without stopping. And so I did -- in 2nd gear, at 40-50 mph, with
> part
>> throttle, speed limited by the curves, not the grade! SHE reported at the
>> top, "I got tears in my eyes I was so proud..."
>>
>> I was prepared to give Gordon a great big atta-boy for convincing me to
>> swap out the distributor. Until about 1300, when, as we cruised across
> the
>> 4300' MSL high plains, the old "Run a while then rest a while" game
> started
>> all over again. :-((
>>
>> Apparently the Monarch success was all due to the cool temperature, not
>> anything I did. My last, futile, effort today was to remove the top of
> the
>> grille-to-radiator duct I installed some months ago. I was hoping that by
>> allowing air spillage over the top of the radiator (like OEM), the heat
>> would be better scavenged from the top of the engine compartment. No
>> noticeable change at all.
>>
>> No, the tank vents are NOT plugged. No, unfortunately I am not logging
>> EBL, nor even monitoring it: My WUD computer died over a month ago,
> taking
>> with it my only RS-232 port. I haven't been able to get a 232-USB adapter
>> for the remaining functional laptop. DON'T I WISH!!! The more symptoms I
>> see, the more confused I get: Level road, 65 mph, 10-12"Hg (4300' MSL),
>> AFR 14.7 -- suddenly, the engine rpm bleeds off. With constant throttle,,
>> vacuum rises; on CC, it drops because the CC opens the throttle trying to
>> maintain rpm. Sometimes slowing will let the engine catch back up
> briefly,
>> or even resume normal operation for a mile or two. Eventually, engine
> dies
>> completely. But it may require only a 3 to 5 minute rest before starting
>> and running fine for another 15-30 minutes; then it wants another rest.
>> There's never any correlation with bumps or road surface that might
>> indicate a loose connection. I've reseated most of those too.
>>
>> One suspect part I have not replaced is the coil. I did disassemble the
>> one that's installed to examine and refresh all its contacts. Tomorrow
>> I'll replace it. What more can I do???
>>
>> Ken Frustrated H.
>>
>>
>>
>>
>> _______________________________________________
>> GMCnet mailing list
>> Unsubscribe or Change List Options:
>> http://temp.gmcnet.org/cgi-bin/mailman/listinfo/gmclist
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://temp.gmcnet.org/cgi-bin/mailman/listinfo/gmclist
_______________________________________________
GMCnet mailing list
Unsubscribe or Change List Options:
http://temp.gmcnet.org/cgi-bin/mailman/listinfo/gmclist
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