Engine; I went on a safety inspection and when they checked the exhaust i had 9.1 % in CO..The sparkplugs, airfilter and oil is changed (before) and today i changed ignition cables but the engine is still running to fat. It also had about 2000 in HC..I have tried to play with the CO/mixture screw but it still pretty much running the same however you turn it ( Will use a tester in this week i hope to see if something happends or not )
My secound question maybe fix the above one..The cooling fan never starts and no light flash on the instrumentpanel so it dont overheat. But still, does it run to hot? Since the fan never start but the fan works generally. Maybe because its like 14 degrees in the air and when you drive the air is like 3 degrees xD
And this is the major problem i got with the cooling fan:
One cable is earth, other is earth for the fan and the third which im missing should be for power?
Check the height of the float in the float chamber as it sounds to me like its getting way too much fuel and dumping into the engine. I once had the problem on my mk1 Polo with a solex carb when I sent it for its MOT. I re-set the float and fine tuned the CO using the CO screw and all was good.
The fan problem is solved..i order a new termoresistor because the old one was from a BMW.. open 91-99 degrees. A bit to hot for me
And i removed the carburator..checked it and it looks ok ( 7mm distance on the float ), yet one thing doesnt seem to work ( I dont know name, its a cable to it on the carb )
take the wire off the connector, turn the ignition on and gently tap the wire against the connector of the solenoid, if you hear a click; thats's ok.
next, take the solenoid out of the carb and remove the "jet" wich simply pulls out. see if it is contaminated or block and if so clean it.
however, this won't be your problem for the high CO level.
first things first
- replace all ignition parts (leads, dizzy, rotor arm and spark plugs) depending on wich B14 you have, also replace condensator and points
- check and if nescassary adjust the valve clearence.
then back to the carb,
at the base of the floaterchamber facing the front of the car is a cap with 3 screws, undo it and check if the membrane is still 100% intact (and make sure you place the membrane and cap back exactly the way it came off!!)
floaterheigt 7mm is o.k., so if the membrane is intact you can go ahead and adjust the carb.
get the engine up to normal running temp, to leanen the mixture, turn the mixture screw clockwise. turn it clockwise untill the engine starts to cough and splutter, then turn it back just enough to get the engine running normal and steady; while you are doing this adjust the idle if nescassary
I changed the valve and now that part works, yet one problem!
Idle is still a bit shakey but i've notice that the plastic pipe on the valvehood/cover is leaking slightly *will replace*
Also I notice how insane much these engines need their tubes to be 110% ok
So i believe there two may do alot.
First this (The small pipe), it went into the crankcase ventilation, should it go back there or was it wrong placed? Where shall it be if so
Secound, this one comes from the coupé, where should it be placed? The other tube goes into some vacuum thing, which i believe is the recyle thing for inside ventilation
aay, i'm sorry for you mate, you have a B14.4S engine, that is probably the worst enginecode there is for a 340...
what's on your first pic is part of the PulsAir system; there's a thick hose going from there into the airfilterhousings bottom, if that hose is off the engine is very noisy...
on the second hose you are right, that is from the recirculation valve, if you remove the airfilterhousing this should be connected to a T-piece at the bottom of the carb, it allready has a small connection matching the hose diam.
if you're in doubt about any of the hoses, take the airfilterhousing off and snap a few good pics i can instantly tell you where to put what hose
well, in reality you connect it to the secundary vacuumport at the base of the carb (main vacuumport is on the inlet manifold, used for the brake assist)
there is the small hose going from the breather T-piece on the valvecover going to the secundary vacuumport but... this hose has a restrictor in it allowing only a very limited ammount of fumes through (it has a ø1mm hole).
the secundary vacuumport is basiccally for the breather T-piece connection (allways with restrictor!), recirculation valve of the heater, pulsair feed and on CVT models; the main hose going to the EMVK and clutch servo.
Malheus wrote:The left one comes from the carburator itself
that is for the decelleration mechanism
Malheus wrote:and the right comes from puls-air "clock" under the carburator
that's not PulsAir but the EGR valve.
the EGR valve is connected at the lower right plug in the carb, but the decelleration mechanism and the yellow/light-ish hose going to the Renix are swapped.
the hose going to the renix goes to the plug on the same height as the EGR plug in the carb, and the decelleration mechanism goes above that.
