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^ Won't work. Knock isn't what sets the code...

Fix that problem first or you won't get anywhere...

^ This. 11 can also be caused by the power side. Easiest way to determine which side is at fault is to completely jumper around them and go from there. Resistance tests can not be done on the knock sensors.

Or skip going into diag mode and just see if the engine ides up. It's the same signal...

@ 3p: Aha, the AirCare manual from up north. Good book. The drive cycle test is similar to what the Feds do when initially approving a car. See here: http://www.epa.gov/oms/regs/im/r00007.pdf It's interesting to note that back in the day California fought against it as being...

Well, you'd be wrong. Then again, so were they.

IM240 drive cycle test Jon. Not steady state like Cali's ASM. The results are in grams per mile.

Manufacture of 12 was banned in 1994 (Montreal Protocol) so I suppose you could find 134 around then. I've never seen it in a Toyota that early though and especially not in a 91. Your advice to check the sticker was spot on however... A very wise approach when dealing with MVAC...

It should be R12. R134a wasn't mandated until 1996...

Shut the engine off, letting the stepper home wide open, unplug it, then insert correct OD sized wooden dowel with orifice into the hose. No wait. Remove ISCV housing, drill hole in end, add screw to motor shaft (or slot it) and reassemble leaving valve unplugged. Adjust idle through housing...

Odd, one would think the tuning shop would have used a 5 gas or at least a wideband. Assuming the problem is the tune they should be called on the carpet for giving the car back to you like that. Vf can also be used to check the O2 sensor when the system is in diag mode and the engine is off...

Yep, that's a pretty good description of what's involved here. The VTV allows air to flow freely into the dashpot as the throttle is opened but restricts flow outwards as the throttle is closed. As Cy said the dashpot is an emissions device. It's purpose is to prevent a spike of HC when the...

What those guys said. The engine is obviously not in fuel control. It's running rich. NOx is low because O2 is low. O2 is low because CO is high. Do whatever it takes to get the O2 sensor cross counting (I'm guessing the MAP tune is bad) and hope NOx doesn't rise past the cut point.

BVSV (what you're calling BSV) is for the evap system. VSVs are for EGR and FPU system.

When at any speed lower than what you desire unplug the valve. That'll freeze it. Then adjust idle upwards to what you want. There's a bunch of other ways to do this too. I can think of at least six off the top of my head, some more complicated than others. Most involve adding another bypass...

Yes, I'm aware Colorado is IM240. My point was high CO indicates a lack of fuel control, something the addition of a small catalyst is very unlikely to resolve. Put simply his car is broken and he's trying to band-aid it because he thinks "it's the only new thing I can try".

Because they didn't want people messing with them for a week...

I don't get it. Just defeat the ISC system when at the desired idle speed. Or defeat it when closed and then raise idle with the bypass screw, stop screw, or throttle linkage. It's not rocket science.

You should post numbers when asking for emissions help but if the CO is high the problem isn't going to be fixed with a DP/cat.