extra air valve - not working?
Discussion
If its the valve I'm thinking of, its an extra injector, its bugger all use in this country unless temp gets well below zero. Many of us have disconnected it.
If its any consilation, many of our wedgers are a little jerky until they have warmed up fully.
Edited in lieu of Rev's comment
If its any consilation, many of our wedgers are a little jerky until they have warmed up fully.
Edited in lieu of Rev's comment
Edited by l33 on Thursday 15th February 11:38
This is how I remember the workings of the Extra Air Valve (EAV)...
The EAV is a disk which has a tapered slot in it. As the disc rotates the slot passes between the input and output ports allowing a variable restriction in the amount of extra air admitted. The rotation is controlled by a bimetallic spring and therefore it's position is temperature dependant.
Low temp = maximum extra air (large part of the slot is presented between the ports)
High temp = no extra air (the slot is moved passed the ports and they are blocked by a blank part of the disk)
The heating effect is primarily from thermal contact to the engine block but there is also an electric heater (controlled by the thermotime switch).
As this is a mechanical device with air passing through it, it is prone to getting gummed up and sticking. It can be easily removed from the car and washed out with solvent and finally given a spray with WD40 to lubricate it.
There is no mysterious monitoring and control by the ECU in fact it is not aware of it's existence.
I think that's reasonably accurate. Someone will no doubt correct any errors/omissions.
HTH
Leo
BTW the Cold Start Injector (CSI) is a separate device, just an additional injector on top of the plenum. Usually disconnected in the milder climates.
The EAV is a disk which has a tapered slot in it. As the disc rotates the slot passes between the input and output ports allowing a variable restriction in the amount of extra air admitted. The rotation is controlled by a bimetallic spring and therefore it's position is temperature dependant.
Low temp = maximum extra air (large part of the slot is presented between the ports)
High temp = no extra air (the slot is moved passed the ports and they are blocked by a blank part of the disk)
The heating effect is primarily from thermal contact to the engine block but there is also an electric heater (controlled by the thermotime switch).
As this is a mechanical device with air passing through it, it is prone to getting gummed up and sticking. It can be easily removed from the car and washed out with solvent and finally given a spray with WD40 to lubricate it.
There is no mysterious monitoring and control by the ECU in fact it is not aware of it's existence.
I think that's reasonably accurate. Someone will no doubt correct any errors/omissions.
HTH
Leo
BTW the Cold Start Injector (CSI) is a separate device, just an additional injector on top of the plenum. Usually disconnected in the milder climates.
Edited by leorest on Thursday 15th February 18:32
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