Search results

The Suprasport LIPP elbow is quality, but has one bung. Also, may no longer be available.

Actually you have partial functionality, since you no longer pass the US evaporative leakage test suite, but at least its better than nothing.

Once the can is saturated, the vapors spill out of the canister vent. US EPA requirements are quite strict (3-day diurnal + hot soak test and so on) and the smaller canister won't pass (it gets saturated after too many days without a purge).

That is how it is supposed to work, if the engine gets hot.

The amount of vapor to collect scales with the tank size. Did your motorcycle come with an 18 gallon tank?

If coolant temp exceeds 95C, then ignition timing can be retarded up to 4 degrees. The max of 4 degrees happens when coolant temps hit 105C and beyond. That will make the engine feel weaker.

This thread made a right turn somewhere, but on the topic of emission control history, it was 1975 when California CARB emission standards forced most automakers (except Honda's CVCC) to use the first two-way (or oxidation) catalytic converters. I can remember a trip to England some years later...

It's unlikely to be cross counting at all, and you could also measure the Vf pin on the diagnostic connector, which is also likely to be pinned at 0V. But this all seems pointless, since you say you do not have the time or skills to fix it. No?

Indeed, that recovered vapor is energy stored for future use.

You need to verify the thermostat is bad, not just base it on symptoms at the engine level. An infant failure once in a while is believable, but on a regular basis is very hard to imagine. Next time you determine it to be bad, test it in a pot of water. You may well have another problem.

You need a 5-gas to get NOx. To repeat my previous post, there is nothing to be done here without first providing some data. You seem unwilling.

You just need a voltmeter to measure the swing between hi and lo voltages of the O2 sensor. If its cross counting at the required speed then its probably in fuel control. Better would be the 4-gas numbers.

The first problem I had with my Supra was a stuck thermostat. It was 1997, so the original lasted 7 years. Haven't had any problems since.

You need data to solve problems. Validating you are in fuel control would be a good start. Do you have O2 cross-count data at 2500 rpm?

The 2psi buys you about +15% NPSHA.

Might be cam timing. Did you align the sprocket to the camshaft using the middle dowel pin hole?

Post up oxygen, CO2, and NO numbers and we might be able to help.

If you want to understand this learn about NPSHA, that's net positive suction head available. The likelihood of cavitation in this application is not great, but given the right fuel temps, elevation and high demand it can happen.

One ant can't do much, but an army of ants can clean the flesh off your bones in no time.

Copper and copper alloys are more noble than lead/tin solders, so from a galvanic corrosion point of view, the lead would be expected to corrode away. Copper is susceptible to acids though, and if potential differences exist between traces, generally true on circuit boards, all sorts of...