Suzi Q wrote:
Anyway, good morning everyone ('cept Charlie of course)
morning mate
bit late in the am here ...7:30 pm abouts the temp is 3 deg c and heading lower ...fast ...this morning was -7 c
hmm however i have seen some of the issues discussed here over the last few years ...and normally i wouldnt disagree with almost all the comments ...but i have noticed a couple of weird issues that maybe relevant
1> not long ago (couple of years ) poor old gerty was suffering from surging issues trying to maintain a nice "country 100 kph " (just add 10 % ...or so ...lol)
turned out that the old corrolla fuel pump had started to decay after 40 something years of operation ..(recovered from an 78 model some 10-12 years ago ) and now gerty some 150,000 + klms further along the path. (bloody oddo gears lost the plot after 246,000ks ) so lost count there for a few years .
turns out that the brushes - armature were starting to draw way too much current ...and had burned tthe contacts on the under tank power connector ...even after i had changed it during the fuel pump exchange for 1/4 inch spade connector assembly ( much higher contact rating than the 2.1 mm pin - socket arrangement) as usually fitted .)
anyhow replacing the fuel pump and connector solved that particular issue ...might note that i changed all fuel lines at that time also for 30 r 8 external and 30 r 9 internal .
2> a local enthusiast with a hybrid k100 engine in a k1100 frame ...rt - lt style was suffering similar issues . but the pump seemed to be ok ...with no evidence of connector issues being burned ...etc ...lets call him steve
under acceleration or back off normal apparent operation , just at maintaining speed steadily ...like sitting at highway or inner city speeds was the issue noticed .
installed new fuel pump and internals with no real fix upon testing
turns out the fpr was only letting about 2 bar pressure load the system . i removed and crushed the fpr either side of the vacuum line ...thus compressing the spring mechanism to the diaphragm-seat of the fpr ...which brought i back up to about 2.7 bar ... which seemed to sort the issue more than some what .
here we are a year and a bit later and the issue has returned again to the same machine so a replacement has been put aside for future repair ,
but other considerations should be assessed
is the AFM actually tracking correctly ? ...has the fuel hose deteriorated and lodging particles of rubber into the filter ..as well at the fpr .??
points i would like to make from experiences
just because there is fuel returning to the tank ...doesnt confirm correct fuel pressure
the connector going to the fuel pump , under tank , could be corroded and limiting current ..(also affected at running temps)
bloomin spec on fuel lines have no actual real relevance with chinese manufacturers supplying crap standards for major(usually respectable suppliers ) in relation to fuel standards
if fitting internal lines make sure that the outer sheath is a mixture of PE insulation over the rubber piping as well as the radial reinforcement of the core ...so 30 r9 or higher should be sought ...
get the AFM to someone who can service the electrical bits and pieces ...at least know enough to be able to test it PROPERLY ...often the contacts going to the board from the external connector block are corroded and give erratic readings ...besides the wiper loosing carbon track ...
check the coils for cracks ...they can start to jump over when traversing inclement weather or elevation changes
and make sure you deoxit the hall sensor connector cables under tank ...in fact all connectors in the ignition - fuel supply schematic
just some thoughts ....... good luck !!!