Need desmog help-pictures included (1 Viewer)

[dragr1]

I recently acquired a 1983 FJ60 that had been desmogged before I got it. Complete desmog including no charcoal canister.

Help me see if these vacuum lines are routed correctly please:

I have recently installed: new fuel filter, air filter, plugs, wires, dist cap and rotor, fuel pump, vacuum lines, Trollhole desmog carb, drained and rinsed gas tank (vehicle sat in a garage for about 2 years)

This port on the backside of the intake has a large vacuum line coming from the brake booster and the small side is routed to the outer port on the vacuum advance on the distributor, there is a small round plastic valve in the middle of the vacuum line going to the distributor, is that the HAC valve? Pictured here:

This is routed to the bottom side of the airbox

The inner port on the vacuum advance on the distributor is going to the only vacuum port on the backside of the Trollhole carb, again the outer port of the vacuum advance on the distributor goes to the port on the backside of the intake manifold

On the distributor cap, the hose between 3 and 6 is routed to the bottom side of the airbox on the passenger side and the hose closest to the engine between 1 and 4 is routed to the passenger side firewall

The pcv valve is also new and from that T fitting on top of it the small side goes to a hard line on the firewall near it on the passenger side and the large hose coming straight out the top goes to another hard line on the drivers side firewall:

So what needs to be changed?

Thanks for any help

Outside of the rig on 35's:

 

[Output Shaft]

See the attached desmog guide.
Yes it is very detailed, but when you own a 60 it's WAY better to learn how to fish than to have someone throw you a mackerel (so to speak). Way better.

But here's a sardine:
The outer vacuum advancer diaphragm on the distributor was normally used for high altitude timing compensation. When a vacuum is applied to it, it advances the timing 6°. Good for high altitude driving. It normally was controlled by a altitude sensing valve thingy (HAC valve) that activated the additional advance above 4000 ft.

The way you have it set up now, the engine always has 6° of additional timing added to the base mechanical timing.

Check the timing with a timing light to see what you've got. Maybe it's been dialed back to compensate for that additional advance.

Where's that PCV metal pipe routing to?

 

[dragr1]

See the attached desmog guide.
Yes it is very detailed, but when you own a 60 it's WAY better to learn how to fish than to have someone throw you a mackerel (so to speak). Way better.

But here's a sardine:
The outer vacuum advancer diaphragm on the distributor was normally used for high altitude timing compensation. When a vacuum is applied to it, it advances the timing 6°. Good for high altitude driving. It normally was controlled by a altitude sensing valve thingy (HAC valve) that activated the additional advance above 4000 ft.

The way you have it set up now, the engine always has 6° of additional timing added to the base mechanical timing.

Check the timing with a timing light to see what you've got. Maybe it's been dialed back to compensate for that additional advance.

Where's that PCV metal pipe routing to?

I'll swap the vacuum line to the inner port on the distributor and then cap the outer port

Which end of the PCV valve-the one coming off the T or the one coming straight out the top?

 

[Output Shaft]

'll swap the vacuum line to the inner port on the distributor and then cap the outer port

Don't do that that. Check the timing first. If the engine isn't pinging or a dog, maybe the timing is set correctly for the old engine.

The straight big pipe attaching to the PCV valve should eventually lead to the intake manifold.

You need a copy of the emissions FSM too.

 

[dragr1]

Don't do that that. Check the timing first. If the engine isn't pinging or a dog, maybe the timing is set correctly for the old engine.

The straight big pipe attaching to the PCV valve should eventually lead to the intake manifold.

You need a copy of the emissions FSM too.

It's a dog, like it's bogging under acceleration, ran fine before changing the carb, but would not idle without having the choke out, now it idles just fine but runs like it's bogging under load, revs fine at a stop

 

[dragr1]

Don't do that that. Check the timing first. If the engine isn't pinging or a dog, maybe the timing is set correctly for the old engine.

The straight big pipe attaching to the PCV valve should eventually lead to the intake manifold.

You need a copy of the emissions FSM too.

Haven't borrowed a timing light yet, but decided to swap the vacuum line from the carb to the dist anyway. No change, still ran like a dog, stalled and would not run after that. That's the third time that has happened

 

[Output Shaft]

If both diaphragms on the distributor are connected to raw intake vacuum, the timing is going to be over advanced 26°.
Holy Detonation Batman!

 

[dragr1]

If both diaphragms on the distributor are connected to raw intake vacuum, the timing is going to be over advanced 26°.
Holy Detonation Batman!

I capped the outer port

 

[TachedOutOffRoad]

I just acquired this beast of a 60 and am still struggling with the same issues. Struggles under a load, but will idle and drive if very easy on it.

Have checked for vacuum leaks and went through the emissions and desmog instructions and cannot find anything out of place.

---question?? --
At idle, or when revving up engine while sitting still (not under a load), should the 2nd nozzle ever spray fuel? Mine is not ever that I can see. #3 on attached diagram.

---would only a clogged jet cause this?
----or could a vaccum leak or timing issue that I've missed cause it?

This is a TH carb, and the diagram is for a stock one, just used as a reference.

Thank you!

 

[TachedOutOffRoad]

I reread This thread and looked in FSM and took the T off of the PCV line and its running wayyy better now....

I wonder what the extra line was going to??

It's still not 100%, but is better.

 

[Output Shaft]

The Tee off the PCV line is the vacuum source to the HIC valve (hot idle compensation) thats in the air cleaner housing. Maybe it's malfunctioning. The emissions FSM describes it all.

 

[TachedOutOffRoad]

Thanks.
Carb/ fuel issues, espically inherited ones, are super super fun to fix and i just needed some moral support i think!

 

[Trollhole]

Can you take some pics that show more of the whole engine?

 

[TachedOutOffRoad]

Yessir!

 

[Trollhole]

Where is your PCV going to? Looks like it's connected to the old carb bowl vent.

 

[Output Shaft]

Astute observation! I'm not seeing a PCV inlet at the base of the intake manifold either... Yet the PCV valve & hose is routed to..... where?
@TachedOutOffRoad

 

[gregnash]

Yup noticed the same thing... it looks like it is routed to the port that is against the firewall when it should be to the EGR port (or whatever it is) on the manifold?

Untitled by Greg Fisicaro, on Flickr

 

[TachedOutOffRoad]

Ok...

-So line from brake booster to intake appears to be correct per these pics.
-PCV is not going into EGR because it has been blocked off with desmog. And it is going into a hardline that goes down the firewall into a place unknown?

Set the timing and it was wayyy retarded and it runs much, much better now.

Now need to drop tank and clean it.

 

[TachedOutOffRoad]

The above pics are not my truck, just references.
Filter was mine.

I really believe the timing was the primary factor. Now fuel flow is the problem.

Starting with a bunch of new parts and inheriting a problem made it tough to pinpoint.

Thank you all for the help.

 

[Output Shaft]

If the crankcase venting, which is normally controlled by vacuum pulling on the PCV valve, is now just going to a hose that's dangling somewhere & not connected to vacuum, remove the PCV valve and just let it vent freely.

Without vacuum, the PCV valve blocks the air flow.