Oh Great, Powerful, Wise, Weapons grade autistic Hive....
Need some help figuring out why my 1990 SE is running so rich. HC's and CO are way too high at idle and worse at 2500. As you will see, the car is trying hard to pull fuel. Won't even pass the two stage idle test.
A little background...
Car received a reconditioned long block sourced from the boys in Florida after the timing belt lost some teeth. Rotating assembly was fine, but the top end was done. Of course, the pop and drop on the motor turned into a two year process of 'improvements'. I'll give you the short list; some of it was in place before the transplant, and some of it is new to this build.
GT2871R w. .64a/r hot side and .60a/r .56trim/71mm cold side. Dual BB chra. ATP ultimate internal wastegate setup. Was running a 1 bar actuator and Hallman mbc back then. (original exh manifold)
Five-o 370cc primaries and 270cc secondaries.
#6 code from WC (years ago I had sourced the red chip from another vendor and it was corrupt. John helped me many moons ago with a replacement chip, but I have absolutely no idea of it's details/targets. it's a 278A prom ID and seemed to behave like a #6 should before the engine swap). It would quick pass emissions in this configuration every two years.
3" Lh exit exhaust with ATP 100 cell cat.
WC chargecooler pump
Greddy type RS bov
Throttle jack and EBPV garbage removed
There is a really long list of other chassis stuff, but none of it would contribute to fueling, or had anything to do with the engine bay, so I'll try to keep it short.
denso iw22 plugs
New items adding during the motor swap:
Green dot pulleys on both cams
A/C is completely gone. Condensor, compressor, drier, lines are now on a shelf.
Vacuum pump conversion to Hella UP28 for heater controls and brake booster only.
Latest Alunox manifold, same turbo, but now back to ecm wastegate control with new garrett 6-7psi capsule set as close as humanly possible to .65bar, and rh exit. All 3" bits.
Latest Alunox chargecooler
Five-O 380cc EV-1 green top primaries (same 270cc secondaries as before) All ohm out in spec.
26"x7"x2" radiator for chargecooler circuit. Every hose/line/fitting on both engine and cc circuits are new
Again, a bunch of other stuff on the chassis that has nothing to do with engine management.
I recorded this log today. Coldish start, warm up to 80C, a couple minutes of normal surface street driving, a few wfo hits, and then I tried my best to keep it at light pedal at or slightly above 3k rpm. (Just happens to be it's most pissed off moments). Aside from overfueling and the lack of ability to deal with it at light throttle cruising at or above 3K, it runs stronger than I have ever known. Hopefully, smarter people than I can decipher why it's running so fat. Compression is good, valves are spot on, fuel pressure(s) are right. cam timing is right. No restrictions prior to turbo. No faults.
My laptop that was running Freescan took a dump, and have had good success with TunerPro comms on windows 10.
My brain is toast hunting this down. Data needs a fresh set of eyes.
One thing in specific I was hoping someone could answer:
Of the VERY few non-a/c cars, I know that they utilized a couple more pins at the ecu. Can anyone confirm why? I can't image it having anything to do with this issue, but thought I would at least ask. Fan control is normal/optimal.
Thanks very, very much in advance! Car is scheduled to participate in the Race Against Kids Cancer July 29th at HPR. I'm alright with it running fat for the event, but still need to get it plated again, and sooty bumpers are stupid.