vaughnc

Well I followed the FSM's troubleshooting steps and some advice mentioned here for failing emissions.

Bottom line the ACV dumps air past 3800rpms like it should, but at any RPM I'm getting 0 output from the split air pipe that connects from the LIM to the CAT. I guess that means no air is being pumped into the LIM through the ACV by the Air Pump correct?

I'm definitely failing my emissions with double the legal limit in hydrocarbons, so no air being pumped into the LIM & CAT has got to be the problem.

So far I've pulled apart the ACV (Series V) and the two diaphragms I can access look ok with no cracks. The 3rd diaphram seems to be unreachable as there's no access panel or screws. -- any ideas on accessing that?

Haven't checked the two electronic diaphram actuators (port air soleniod valve) on the ACV yet (have to reassemble first), but that's just verifying 12 volts @ 1/2 throttle and 12 volts in 5th gear on the 2nd actuator I believe.

I don't have the 2 bulb tester / SST, so I can't test some of the soleniod switches properly... but they seem to be working fine as there's vacuum.

Already checked & cleaned the BAC and it's fine.

Anything I'm overlooking here besides the ACV that prevents air from being pumped into the LIM & Cat???

I plan on making my own gaskets since Mazda doesn't sell them. Since there's 0 cracks on the 2 reachable diaphrams, I'll leave them alone.

Thanks

HAILERS

Is that a turbo or a non-turbo car/engine? By the way, most of the air goes to the exaust ports during the emissions test. The split air is anemic at best.

A catalytic converter does its very best when the afr is in the 14.7 range. You might have noticed with your wideband afr meter, that with the airpump up and running the afr is in the 14.5 range ....but if you disconnect the air pump OR pull the Relief Solenoids Blue plug off...the afr will now read approx 13, give or take. Mazda dumps air into the EXAUST PORTS prior to the catalytic converter so that the afr mixture will be close to 14.7.

Need to know if it's turbo or non turbo. A non turbo has more than one source of vac to the acv. The single pipe coming directly out of the acv on a non turbo is just a passage for the boost/pressure sensor, not a emissions item.

vaughnc

Hailers - It's an NA vert with the OEM computer & electronics.

Not sure what you mean, air from the pump going into the LIM & directly into the cat I though. I'll re-check the FSM's diagram again though.

BTW - I passed everthing fine excet hydrocarbons. Those were 230/168 and 245/173 (actual/allowed).

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Here's a quick glance at the FSM and what I have / haven't done so far:

I haven't checked the "spider" check valve on the LIM, but here's where air is passed through the ACV into the LIM:



Next I need to check the electronic actuators on the port air & split air soleniod valves attached to the ACV:



Here's general testing of the vaccuum system and cheating the ACV into sending air through the lines into the soleniods. Plus how to remove the ACV from the LIM:



Finally here's where air from the air pump is "dumped" into the atmosphere above 3800rpms to prevent your cat from burning up

HAILERS

**Not sure what you mean, air from the pump going into the LIM & directly into
the cat I though. I'll re-check the FSM's diagram again though.**

I did not say that. I said the air from the airpump goes mostly to the exaust ports. It gets there from the checkvalve. On a series four it goes into the lower intake manifold then thru the bottom of the rotor housings to a passage in the exaust port sleeves.

HAILERS

****ext I need to check the electronic actuators on the port air & split air soleniod
valves attached to the AC***

The PORT AIR Solenoid is deactivated after 20,000 miles. As in don't work after 20,000 miles.

The SPLIT AIR solenoid only opens when in fifth gear, not a likely scenario for emissions testing.

HAILERS

Non turbo. There are two vac lines that go to the acv. Both are located above the acv and not directly connected to it. Passages from them go to the acv.

With the acv installed you put a vacuum hose on one nipple at a time and suck on it. They both should hold a vacuum. That's a good way to see if the diaphrams are good or not.

Also sucking on the aft of the two nipples, with the engine idling, should cause the relief solenoid to dump airpump air overboard.

Almost all the air from the airpump goes thru the checkvalve in the acv and goes to the exaust ports. No air gets dumped into the intake.

What air that does go to the split air pipe when not in fifth gear, is sent there when the Switching solenoid is not pulling a vacuum. Even then its at best anemic. Removing the Split Air Solenoid and removing its poppet valve will double the output into the split air pipe when the switching solenoid is not pulling a vacuum. The switching solenoid is energized when you make a sudden acceleration ....as step on the pedal. The closes the switching solenoid passage and no vacuum is pulled on the switching diaphram in the acv so it relaxes and sends air to the split air pipe. Its getting late.

Wankel7

Do you have to pass a visual inspection? If not is there a chance you could just run a hose from your airpump to your cat just for the test?

James

vaughnc

Wankel7,

Yes I could probably get away pumping air directly into the cat, but the exhaust stinks so I want to fix this. Then it's back to allignment issues with Racing Beat's new vert springs.

Hailers,

OK so apply vacuum (suck) on the two rear line as shown below and they should maintain vacuum. First I'll have to re-gasket the ACV and re-seal the diaphrams first before re-installing, so that might be Friday before I can re-test.

Thanks for mentioning the Split & Port air soleniods don't affect emissions, that helps allot.