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#16
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Back on track
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The idle control system is based on the same simple principle as the classical governor fitted to numerous stationery power plants, but uses the facility afforded by electronic control. When the engine speed rises, the operative throttle is moved towards closed and vis-à-vis and this process continually governs engine speed. As a result all engine loads and all parameters affecting engine speed are catered for with only a single input being required, i.e. engine RPM. This signal is available from within ECU data processing and a modulated signal is developed accordingly to control the By-Pass Air Control Solenoid Valve. The idle system in fact incorporates two auxiliary throttles in the form of the Auxiliary Air Control Valve and the By-Pass Air Control Solenoid Valve. The AACV supplies extra air for starting when the engine is cold. This valve is purely mechanical in operation and incorporates a bi-metal element and rotary valve. The AACV with its rotary valve is capable of superior airflow when compared with the BPCSV. Harvey’s claim that the Water Temperature and BPCSV are the active components in this area is wrong. . The BPCSV valve is most certainly NOT, as Harvey claims, “ the same as the rest of the gear box, power steering, air conditioning, EGR and Canister Purge control solenoids. How many more stupid statements have to be corrected here. The BPCSV provides what amounts to a vernier control and comprises a dual coil, PW modulated proportional solenoid valve, which requires complex control circuitry. One coil is supplied with a steady current and provides a feed back signal. The other receives a modulated signal and the two are balanced on the basis of current, so as to allow the valve to be adjusted towards open or closed. I can explain further if anyone is truly interested. With the correct facts on hand there may be some chance of this thread proceeding logically. At the moment it is hard to work out where it is going.
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#17
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Tom |
#18
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It is possible that reduced reciprocating weight and inertia, means a more sudden drop in engine speed when the main throttles are shut, particularly during manual gear changes. The original idle control settings and valve dynamics, may not allow the solenoid valve to respond quickly enough.
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#19
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Trevor, is it possiable that the problem is more pronounced when the car is suffering a high idle problem. My car didn't stall for a couple of day but also the idle was running correct, then it started to stall and I noticed that the idle was high then the airbypass would pull it down over a short time. I suppect that when I let the clutch out the engine is lacking power and dies. My stalling appears when the car is running rough as well.
Tony
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1995 - SVX 700,000 K Mine, DMS Struts to lift car 2in. Tyres Wrangler Silent Armor 235/70R16, PBR Radiator. 6 speed with DCCD and R180 rer diff, Heavy duty top strut mounts front and rear. Speedo correction box fitted. New stero (gave up on the old one). Back seat removed and 2 spare tyres fitted for desert driving. ECUTune SC sitting in the box for the next SVX. 1992 - SVX 255 K Wife (Want to stay Married so not allowed to fit SC) 1992 - SVX Pearl with black roof race car roll cauge etc ready to race. Ex Tasman Targa car. 1995 - SVX Green low k mint condiation. 1995 - SVX Rally car, ex Matts car. Now to be used on track. 1992 - SVX red & Black being converted to Mid Engine. 1995 - SVX Red 143,000 bit rough. Owned 5 others Subaru back to a 1974 1400 GSR. |
#20
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The most aggravating stall, which happens almost every morning, is when I get to the parking lot at the train station. I pull into the parking lot row, in second at maybe 2500-3000 rpm, hit the brakes, lift the clutch, and put the gearshift into reverse to back into my parking place, and it stalls most of the time. Unfortunately, it all is happening so fast, I can't fit in a throttle blip, which is the best preventive for stall.
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____________________________________________ 95 LS-i Red, 31,xxx; bone stock for now; Daily Driver 94 LS-i Emerald Pearl, 106,xxx,; 246 whp; Tomyx snorkus and HKS Cold air intake; PWR aluminum radiator, silicone hoses; Inline thermostat; enhanced coolant routing; external power steering and oil coolers; Phenolic intake manifold spacers; 2004 WRX 5 speed transmission; ACT Clutch Kit, Heavy Duty Pressure Plate, Lightweight flywheel, performance disc; Group N motor mounts; ‘07 WRX 4-pot front calipers, cryo-treated slotted Tribeca rotors; Hawk HPS ferro-carbon pads; Frozenrotor rear slotted rotors; SS brake lines, Axxis Ultimate pads; Rota Torque 17x8 wheels; 245/40-17 Bridgestone RE01-R's; Koni inserts with Ground Control coilovers, Eibach springs; K-Mac camber/caster adjustable strut mounts; Urethane swaybar bushings; Bontrager rear sway bar; Urethane differential bushing; Custom Whiteline adjustable rear lateral links; Outlaw Engineering forged underdrive pulley; custom grind Web intake and exhaust cams (11 mm lift, 250° duration); solid lifters; CP custom aluminum forged 11 to 1 pistons, Brian Crower coated SS intake & exhaust valves; Brian Crower upgraded springs w/ titanium retainers; NGK sparkplugs; RallyBob (Bob Legere) ported and polished cylinder heads; Eagle H-beam rods; ACL Bearings; Cometic Head gaskets; ARP head studs & fasteners; Hydra Nemesis EMS; Wideband O2 sensor; 740cc Injectors; Walbro 255lph fuel pump; Upgraded WRX starter; Equal length SS headers (3 into 1); dual Magnaflow cat converters; 2 into 1 into 2 SS exhaust with Bullet muffler; OT Fiberglass hood; Oil pressure gauge; Programmable shift light, 2017 Subaru Forester XT, metallic dark gray, 29,xxx 2005 Porsche 911 Turbo S Cabrio, 24,xxx 2006 Subaru Outback LL Bean, 166,xxx sold 92 LSL Dark Teal, Smallcar Shift Kit - sold |
#21
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like i said, the best way to keep it from stalling is to drive it like it was an automatic which means, if you are going to come to a stop, don't downshift
Tom |
#22
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I don't recall the brakes having anything to do with it though.
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David B. SVXipedia @ SVX-IW.COM -- SVX Information Warehouse 2.0 coming...eventually! Ebony 1992 SVX LS-L 5 spd Koni/GC Stebro 187k miles RIP (Rust In Pieces) 1993 SVX 5 spd Koni/GC Stebro Polyurethane bushings still available! |
#23
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It would appear to me that the TCU is now redundant. Continuing with this assumption calls question the the need for automatic idle control. Surely if the input of air covering idle speed is adjusted, set and fixed, all should be well. The AACVC will take care of cold starting and the ECU remains in control of all basic functions. As you have all expended a great deal of time on this issue, what about trying disconnection of the B/PACSV and the substitution of a manually adjustable pre set valve? I see no reason why a simple plumbing device would not serve for experimental purposes! At the very least, useful knowledge would be gained. I put this forward simply as a suggestion.
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#24
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Thats a really good Idea. Why not eliminate the function of our cold air idle controller and use a manuall adjustable valve set at a proper warm idle? This should eliminate the stall issue. Just plumb it into air box or use a small filter on a hose
Tom |
#25
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#26
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That is exactly what I intended on doing. BTW I am working on my teal auto and I need a Q. Answered it is in the AWD binding thread. If u have a phone # i could call u at that would be great. Thanks Trevor
Tom |
#27
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#28
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Mychailo :: 2006 Silver Mitsubishi Evolution 9, E85, 34 psi peak, 425wtq/505whp DJ :: 1995 Laguna Blue SVX L AWD 5MT (sold) Visit my locker SVX Mods: ND iridium spark plugs, Impreza RS fpr, afr tuned to 13.2:1 using a custom MAF bypass, custom exhaust, WRX 5MT w/ STi RA 1st-4th gear & stock WRX 5th gear, Exedy 13 lb flywheel & Sport Clutch, STi Group N tranny & engine mounts, urethane spacers in rear subframe, rear diff mounts, and pitch stopper, SVX Sport Strut Springs (185f/150r), custom 19 mm rear swaybar, urethane swaybar mounts, Rota Torque 17x8", 225/45-17 Proxes 4 tires, Axxis Deluxe Plus organic brake pads. |
#29
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#30
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2020 Subaru Outback Touring - Wife's first Subaru 2005 Volvo V70R - 5-cylinder love! :Heart: ** SOLD **1998 Subaru Legacy 2.5GT Wagon - MOST RELIABLE car I've ever owned ** SOLD **2006Subaru WRXSTi (Former "Boxer4Racing.com / Continential Tire" STi) - Built EJ22t block / EJ207 JDM STi "big port heads" - 9,000rpm MONEY PIT!!! ** SOLD ** 1995 "Tree-Hugger Green" SVX L AWD(5 MT) --- "Gumby" 130K miles #399 in MY95, my original love... |
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