1987 AMC Renault GTA 2.0 - Gone to a new home.

Made a little bit of progress today, so here's a rundown of what's happened
lately.

Got a little concerned that someone had mentioned a bad alternator burned up an
ECU.
Pulled the alternator off and took it to local auto parts store.
Thought, for the hell of it, test it once more (first time it was tested it
failed)
Stuck it on the test machine and took part this time (last time I stood back and
let the guy do it). Noticed the diagram on the test machine was wrong, it said
to connect the main output wire to the ground peg.
Corrected that, span it up. Passed, two times in a row.
No new alternator today.
Took a look at the ICM the store had in stock. Was about to buy it because mine
was stuck. Noticed it had a manufacturing flaw. Didn't buy it.
Came home, took the ICM off the car and brought it in, and began to pull it
apart.
Nothing's broken, it's just very dry, dusty and rusty.
Cleaned it up, cleaned out the commutator and polished it.
Greased it all back up again and stuck it together again.
Spent five minutes excersising it with a pp3 9v battery.
Checked the throttle-closed contacts. No contact when pushing down on the shaft.
Adjusted the mechanism because it was worn. Pushing down on the shaft now
generates a BEEEEEEP on my multimeter. Result. That'll be why the ICM circuit
was always on. The thing was jammed and the switch wasn't making contact.
Checked the progress via UPS of the replacement driver IC. It's in Idaho right
now, should be here by Friday.

Going to reassemble it after work tomorrow, so alternator back in and ICM back
in.

Then to desolder the IC and fit the new one. That's going to be a stinky job.

--Phil

Yes, I know I suck. I was covered in grease and didn't fancy asking SWMBO to take pictures of me messing about with old greasy bits.

So instead have a mildly related picture



My current desktop and the inspiration for this build

No chance of buying it, but it gets a definite thumbs-up from me!

Hey all,

Finished assembling my fuel pressure gauge assembly! Having read the fuel injection manual, I made myself certain of the method of operation of this fuel injection system.
The fuel injection is fairly simple. A single throttle body injector (TBI) that has a constant fuel pressure behind it, which is opened by the computer for a specific time. A constant pressure through an opening of a known flow rate for an amount of time guarantees you know how much fuel has just been injected.
So long as the first two things remain the same! If the injector blocks up the flow rate drops, if the pressure falls, the flow rate drops, and if you open the injector for a set amount of time, you'll get less fuel than you expected, and a lean-running situation.

So, with the tolerances for the fuel pressure in mind, I put some PTFE on the gauge fittings and screwed it into the test point.



I'm slightly embarrassed by the bodginess of the part but it serves a purpose. Yes, a car wheel valve stem zip-tied to a gauge with a brass fitting from my air blow-nozzle.
Ran the fuel pump up.



That's not good! Too high, 18psi. This was achieved after walloping the regulator a few times. It settled at about 25psi initially. Must have been properly jammed up.

Factory spec states the fuel pressure should be 14.5psi give or take 0.5psi max.



The offending item lives here. Fuel pressure regulator housing. Looks to have been on the engine since it was built. A few hard knocks with a 10lb hammer-handle and it split off.



The parts of the regulator. Cleaned it all up and took a look at the end of the housing; there's an adjustment screw hiding behind a metal bung. There was quite a lot of curse word in the pressure side too.



The body of the pressure regulator, the accurate shiny bit in the middle is where the fuel comes out from past the fuel injector itself. The flat part of the small semicircle presses against this and how hard it is pressed against regulates the pressure behind it, the same as holding your finger over a tap.
Drilled out the metal bung and stuck it all back on.



Carefully adjusted it all up. Lots of knocking the housing with a screwdriver handle to settle it, powering the pump on and off.



Right on the money. 14.5psi, or 1 BAR.



Stuck the plug back in and tidied up. Next up, repairing ECU electronics.

--Phil

Nicely done. ;D

Climbed underneath today, got the exhaust properly supported, the new sealing ring on and it all clamped into place.

Got it running again, and took a short video. I'm either losing fuel or spark when I push on the throttle. Probably spark. Distributor cap and rotor on order, should be here Wednesday!



Just a cherrybomb in the middle of the exhaust, need to extend the pipe out to the back of the car but I think that sounds alright. Inlaws disagree

--Phil

I think my accent was kinda weird to begin with. Moving here certainly didn't help that

Further to discussion with a few people it has been decided that the exhaust note and volume is "obnoxious" so thus a new muffler is on the books at some point.

Gunna see about starting to plumb everything back in this afternoon and flush the radiator.

--Phil

Stirling work!

An inspiring piece of troubleshooting - well done.

Monkey

Speaks for itself really

i used to have one of these , english version is the renault 11 , mine was a 1.4 turbo as found in the 5gtt ,

the engine block you have is the same as the volvo 480 turbo 1.7 , would be a very easy and cheap conversion if you can find one over there,.