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TTS won't set any code. Not monitored. You say the sensor on top of the housing is broken and that should be the TTS. But you also say you had a code 22. That would be the CTS (which is monitored) so something is goofy Understand, there may be differences in T stat housings between model years...

Confusion reigns ;). I'm also not sure when the egr temp sensor was added. I know my 87 Cali car doesn't have one.

Grim, the tool you're refering to is called a broach. Used to cut straight keyways in pulleys. Not sure it'd work on the crank though as I've never seen a broach that'd cut Woodruffs. Usually need a keyway cutter for that.

CTS is Coolant Temperature Sensor. TTS is Thermo Time Switch. And yes, if either are busted it could cause hard starting because the ecu also has control over the cold start injector. Who is in control depends on the temperature. Between 20 and 40C the ecu will run the CSI for a max of 3...

Good show. Truer words were never spoken.

I dunno what happened there but good thing it did. The point of the EVAP system is to seal the entire fuel system so no HC escapes into the atmosphere. The only path for escape in a working EVAP setup should be to the engine. Things could be different in OZ though.

Neat. Are you implying the stock motor has a "6M" crank? Btw, I'm familar with turbine smoothness. I also know what it's like to hold as close to a bazillion HP as you can get in your hand. Also neat ;)

I think that point has already been made. I advocate keeping the canister it but the line can either be run to the bottom of the engine bay, ala the old PCV draft tubes, or the tank can be vented. The fresh air line on the stock canister goes into the fender. The cap is already "vented" but...

Lol, it may appear I cruise the net for this nonsense but I actually know that from working in other industries. The lead maker of cryogentic vacuum pumps (which require charcoal to adsorb certain gases) in the US bought an entire warehouse full of coconut charcoal because of it's properties...

My bet is on the alien thing ;). Btw, my books confirm what Nick states: 6800 on the limiter. Fwiw when I bought the car I remember reading several magazine reviews that claimed the 7M behaved badly at high revs. I remember one claiming it had "serious inertial" problems. Funny, but I remember...

Your emissions guy must either be ignoring the visual inpsection or Idaho doesn't have one (which would be odd). The truth is the EVAP system is sometimes responsible for *failing* an emissions test. It'll cause high HC if it's not working right. In fact on a modern OBD II car the ecu monitoring...

Sure, no problem. Next time you have one out look at it and you'll see it's designed to flow only in one direction. After all, when you pump up the intake plenum you don't want that pressure going back into the ICS system. More than one boost "leak" has been caused by that guy and since it's...

Since you're not electrically inclined I'll try and keep it simple. As IJ pointed out, it's tough to get 18 volts in a 14 volt system so you likely have a meter issue. And as Shaeff said, the FP jumper wire will get hot. It's because the connector only allows the use of a small wire and it's...

"NFI" and "bazillion HP"....lol. Not to mention the nightmare it'll make for a future owner, especially if he or she lives in an emissions state. It's a shame some of these cars get hacked up so much. On the other hand some people do a real nice job.

Well, if yours is corroded to the point it's moving then yeah, you need to fix that. As Grim said, the housing shouldn't be hard to come by. If you ever do move the screw you can put it back to where it was at the factory by using the 2 digit code stamped in the housing it came with. Or just...

Don't get me wrong, I'm no econazi. But there are ways to have your cake and eat it too. IJ's way comes to mind as what I did: I use a small molecular sieve because I needed that space for a bypass filter. I have to regen the sieve on occasion and tear it out for emisisons inspections every two...

ISCV failures are sometimes bearing related so cleaning won't always help. Clean more than the pintle and seat. I prefer to power the thing either on or off the car while cleaning the shaft and stopper plate. The pintle only moves 11 degrees per step and since the ecu allows only a 20 rpm...

This shouldn't be at all. The signal from the CTS is used mainly for cold timing and idle speed Otherwise it's an EFI trim sensor and a fault in it simply causes the ecu to substitue a value of 180 F, about what hot coolant would be. There are very few sensor faults that will prevent the...

Here we go again ;) Code 51 can be several things. It's almost always because the IDL contact in the TPS isn't closed when the throttle is closed. Without IDL closed the ISC system is disabled and base timing can't be achieved. Not can a single asynchronous injection event take place during off...

As I mentioned in the other post a code can occur if you disconnect an output but the code would be based on a secondary effect, not from monitoring the output itself. The TCCS has no idea if your VSVs are connected or not but in the case of the egr it might complain about the temp sensor (if...