K-Jet Conversion

[Huw Powell]

> After 2 weeks successful testing, I thought I'd share my latest
> K-Jet adventure. My type 2.2 '89 coupe was idling too high so,
> having wasted too much time trying to diagnose the problem
> (duff ISV, I think) I swapped the system for parts from a
> 2-litre (5cyl) '86 coupe I found in a local breakers (cheaper than
> an ISV). I changed the following:-
>
> Plenum chamber (tappings are different and holds aux air valve).
> Intake boot (again, different holes, different places).
> Rubber 'T' piece that held ISV and is part of crankase vent system.

> for a few seconds; goes straight to 900 now. What have I lost
> by dumping the ISV? This all seems too easy to be true.

basically you have gone from an "electronic" cold/idle air control
system to a "mechanical" one.

If it's working, no big deal, really.  Although your problem might have
indicated trouble somewhere else - I guess the only way to have known
that would be to have swapped in a known good ISV and see if it fixed
it.

ScottyCBoy at aol.com wrote:

> The RPMS jumped up to 2000 RPM on starting to warm up the catalytic converter and exhaust manifold as soon as possible. Most all of the US audis that I've driven have done that.

That is definitely not a feature... it's a bug.  probably due to the ISV
sticking at first and letting too much air in.

Certainly no properly running CIS-E engine I've seen has leapt to 2k
rpms unless the car is started with the throttle cracked.

It should settle into the 750-850 range within a fraction of a second,
maybe a whole second if its *really* cold out and has to make minor
adjustments. YMMV od course, I don't have experience with every version
of engine control system used here.

--
Huw Powell

http://www.humanspeakers.com/

http://www.humanthoughts.org/