The timing advance would explain the 1060RPM, and the reason why when you set the TPS back to close to 0% it complains? I'm guessing the Idle valve still works, spin the TPS until it doesn't complain (or whatever it was set to before you touched it), then adjust the idle control valve screw until the idle goes back down to 800rpm. Idle control valve screw you'll need a small or jewellers flathead to get to, it's the unit closest to the battery at the back of the plenum. It might be just dumping too much air in. (which would cause a timing increase correct me if i'm wrong?). Are there any sucking noises coming from the engine bay? (besides the turbos ) Greg.
I'll do that once I actually get a confirmed diagnosis, I'm not one to slander unnecessarily I'm not 100% sure it was lean burn as it was over the threads etc... as well. Have an appointment with a mechanic who's worked on these cars before on Saturday then a brainstorm session with like minds on Sunday. Fingers crossed this weekend will at least see a confirmed diagnosis, and even better, a solution. What a week this has been... *Edit - Is there a possibility that there is a boost/vacuum leak? It may explain all symptoms and could have eventuated from a split intake hose en route from Sydney.
Also note that on a MAP sensor system vac/boost leaks don't cause the same symptoms as on a MAF system. MAP doesn't rely on the system being closed.
mate your TPS hasnt been calibrated properly with the microtech... set it in the middle. then set via the software in the microtech ... i have a micro in my zed. if you take some screenies and send them 2 me. srimes101@hotmail.com looks like your idle controller isnt setup properly either. specifically screen 20 (water map) screen 28 (t_wat Map) screen 29
Went to Rob's today He doesn't think coilpack/sparks as we changed both over and the same cylinders kept missing. ECU wiring is atrocious, I seriously doubt the aptitude of the person who wired ANYTHING in this car judging by the stereo and now this. LT8 is controlling fuel piggybacking the OEM ecu which is controlling the spark. Bullet connectors and exposed connections everywhere - just not acceptable from a 'workshop' really. See pic. Injectors are clicking and are receiving signal from the LT8 however the cylinders that aren't firing are not wet. We think the problem may lie in clogged/dirty injectors. Either that or a problem with the wiring in between the LT8, ECU or PTU. Going to try source yet another PTU and a replacement standard ECU and see if they rectify the problem. If that doesn't solve it then we'll pull the injectors whilst doing the 200k km service/bypasses etc.. No use in tuning for idle etc.. now as it will just have to be retuned when we get all cylinders firing again. The car, the other morning, ran fine for 30sec - made full boost etc.. then dropped out again so I'm leaning towards the fuelling/electrical way. Car is still not using coolant or oil at all - both are clean and not contaminated... On another note, I washed it and no leaks . A positive! Sean
First thing I would do is repair the wiring correctly, that is a mess, no workshop worth a dime would do that. Sort the wiring and then continue the diagnosis if the problem still exists. Trying to fix it with that can of spaghetti is going to be a nightmare.
I second that DRZ.. I'd mention the workshop in question but it was before I got the car so can't be 100%. I'm going to give a crack at cleaning up the wiring myself in the coming days - can't book the car in for another week or so anyway
Those shit connectors have to go, tinned soldered then heat shrinked is the only way to connect the wiring properly, who ever did that should be locked up.
The workshop that sold the car to Doug originally, did not fit(or sell)that series Microtech, and have no record of that car having a Microtech. Look elsewhere for the culprits. I think the problems are in the wiring connections(possibly injectors and ignition)which seems to be indicated by the "on again off again" nature of your woes. Hope you find it soon.:zlove:
If it was me I would be starting again from scratch, or selling the microtech and just going Nistune. That's shocking. Hopefully the original Z loom isn't too hacked up
A good thing I didn't name and shame then Nistune - will investigate tomorrow with some other ACT Zedders Cheers guys Sean
From what i understand its running the mt8 as a piggy back. kinda defeats the purpose as a fully tuneable stand alone unit.
The MT8 doesn't have an unbuilt ignitor, hence why it was used as a piggyback option. Also it allowed the conversion to MAP as well. I just hope the harness isn't too far gone fo me to repair; I'll have to tear back the sheathes and see what the go is. I can't understand how any sane person could wire this up like it is and be content with it. In fact, I can't believe it ever worked at all.. Well here's to hoping tomorrow brings some good news.. Cheers, Sean
Well yet ANOTHER surprise. It seems everyday I get a new diagnosis.. The LT8 IS running the ignition... The bullet connectors were hooked from to the PTU input to the ignition control from the LT8, there were also bullet connectors on the factory ECU for the PTU. We swapped, no difference. We checked for continuity between the PTU and ECU (both LT8 and factory) and as dodgy as the wiring is, it was sound. After numerous tests and having a look in the cylinder with IB's cool little camera we further concluded its not a headgasket issue. All injectors are receiving signal however injector 5 has an OL (outside limits) ohm reading when we ohm tested it and another injector is highly intermittent when we ohm tested it, struggling to get a reading then all of a sudden it comes back on us. The other 4 were fine though. We're now 95% sure that injector 5 is stuck closed/clogged and the other injector is on its way out which would explain the sporadic nature of it failing. For instance, on the way home from Zcar91's house the car was running on 4 cylinders, but out of nowhere it came back onto 5 cylinders within 2 minutes. So now plan is to do 200k service, pull the plenum and fuel rail and replace the injectors with checked and flowed injectors from Zcar91, replacing connectors, hosing and pipes as I go along. Anyways, as usual if you have any more suggestions then just let me know - hopefully this will be resolved soon. A massive thank you to IB and Zcar91 for their help today, I couldn't have done this by myself - and also to ACTZX for his cameo appearance. Cheers Sean
Very good to hear that you are well on the way to solving this problem Sean. I would suggest that Ian and John are far more qualified to diagnose this than the cowboy mechanic(and his two Deputy's)that tried(unsuccessfully)to lure you into a 'big bucks' engine overhaul. Hope to see you on a cruise before too long. Lloyd
