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  #16  
Old 06-03-2006, 04:13 PM
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OK, no codes now after a battery disconnect for about 30 minutes, ran the car, warmed it up, nothing. will need to find out why my emissions are too high.
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  #17  
Old 06-03-2006, 04:19 PM
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I've always wondered about the SVX knock sensors. They appear to be close, if not the same as Nissan's. Nissan has had knock sensor issues for years and years. Their sensors aren't really bad but I think the software is a bit too tight and causes the codes to appear without real concern.
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  #18  
Old 06-03-2006, 04:32 PM
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I'm off to the forensic tailpipe proctology testing facility, will see what happens.
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  #19  
Old 06-03-2006, 04:40 PM
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The EGR malfunction is clearly the cause of your NOx problem. It takes time for the engine to reach the operating parameters required for it to set a code. Most trouble codes require two or more failures before causing a code to set.

I couldn't copy the charts I was going to post. Their owner has them embedded and protected from copying.

HC is unburnt, raw fuel. CO is poorly burnt fuel. HC seems to be your big problem, the O2 code may actually be telling you something.
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  #20  
Old 06-03-2006, 05:27 PM
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Quote:
Originally Posted by CDG
Hi Beav, I do now realize this after your detailed description on the other thread.
The main reason for this repair work is to get my car to pass our smog test: www.aircare.ca standards.
I can either spend $600CDN at an approved aircare repair station, or make it pass, the test is $24.
here's a quick rundown of my last results:
Hydrocarbons(HC) g/km Max allowed: 0.5000, vehicle reading: 0.6922, Avg Passing reading: 0.2338, Result FAILED.
Carbon Monoxide(CO) Max: 9.3200, Vehicle: 7.7610, Avg:1.9412, result: PASS
Oxides of Nitrogen(NOx) Max: 1.2400, Veh: 1.9046, Avg: 0.9452, result: FAILED.
I just took it thru the test again, and after the test I realized I had 87 octane in the tank instead of 91.5.
anyways this time the HC is ok, and the CO went down quite a bit too:
Hydrocarbons(HC) g/km Max: 0.5000, vehicle: 0.3815, Avg: 0.2338, Result PASS.
Carbon Monoxide(CO) Max: 9.3200, Vehicle: 4.1212, Avg:1.9412, result: PASS
Oxides of Nitrogen(NOx) Max: 1.2400, Veh: 1.7356, Avg: 0.9452, result: FAILED
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  #21  
Old 06-03-2006, 07:28 PM
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Quote:
Originally Posted by svxfiles
An SVX will still run fine with one cam off a tooth.
And not throw a code.
I have run my Claret with both cams advanced, and retarded a tooth, to see if it made it better or worse (at Bills insistance )
It ran best with the stock cam timing.
yes, and now we know that the stock cams like the stock timing....
-Bill (the insistant one....)
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  #22  
Old 06-03-2006, 07:35 PM
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Quote:
Originally Posted by SVXRide
yes, and now we know that the stock cams like the stock timing....
-Bill (the insistant one....)
However, the experiment could provide some interesting information and I hope that this will be forthcoming.
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  #23  
Old 06-04-2006, 10:27 AM
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If one wanted to go to the trouble they could retard the exhaust cams one tooth and not have to worry about an EGR or NOx. Of course the perf and mpg would take a little hit...
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  #24  
Old 06-04-2006, 05:05 PM
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Quote:
Originally Posted by Beav
If one wanted to go to the trouble they could retard the exhaust cams one tooth and not have to worry about an EGR or NOx. Of course the perf and mpg would take a little hit...
My interest would be centred on firstly advancing the inlet cam and as a secondary experiment, additionally retarding the exhaust. Both would increase the overlap at TDC, but accepted, would reduce same at BDC. The idea being to gain information relative to grinding special cams to move power output up the rev range. Percentage wise the adjustment at TDC, is greater than at BDC and the results could be interpreted accordingly.
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  #25  
Old 06-04-2006, 06:02 PM
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Planning on some Formula racing? Or narrowing the power to a higher, narrower region and using a reduction drive?
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  #26  
Old 06-04-2006, 06:33 PM
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Quote:
Originally Posted by Trevor
However, the experiment could provide some interesting information and I hope that this will be forthcoming.
Trevor,
If my memory is correct, Tom advanced both intake cams one tooth and saw no improvement in performance. I believe he did G-Tech runs in the 1. both intakes retarded one tooth, 2. both intakes advanced one tooth, and 3. both intakes in their stock location. The stock location gave the best performance.

Tom - did I capture this correctly?

-Bill
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  #27  
Old 06-04-2006, 07:09 PM
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Quote:
Originally Posted by SVXRide
Trevor,
If my memory is correct, Tom advanced both intake cams one tooth and saw no improvement in performance. I believe he did G-Tech runs in the 1. both intakes retarded one tooth, 2. both intakes advanced one tooth, and 3. both intakes in their stock location. The stock location gave the best performance.

Tom - did I capture this correctly?

-Bill
You are correct Sir!
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  #28  
Old 06-04-2006, 07:45 PM
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Originally Posted by svxfiles
You are correct Sir!
The point of interest is as to how much difference there was in each setting i.e. did performance change to a marked degree and where exactly within the rev range.
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