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There is a plug that prevents adjustment of the bypass. Nobody knows the condition of the meter but you. Or how it is hooked up. I say that because you said it happened after the install.

Pie

Your focus was on the wrong end of the car.

What Hz does the airflow meter show at idle?

That is because OSU sucks so hard. :biglaugh: 22 isn't too much, and is right in line with a normal engine at operating temps. It is on the higher end of the scale, but so what.

There is no correlation between running rich and fuel cut. Fuel cut happens because the airflow meter signal is fast enough (Hz) that the computer thinks you are too lean and as such the injection is halted to prevent engine damage. You could be "pig rich" and hit fuel cut.

It is a 5V pull up resistor. And open has infinite resistance, so all the voltage drop happens at the open spot. If you do not have voltage drop in the wire, it has to be at the sensor. High voltage causes a rich condition, not a lean condition. Unless it is open then this happens. And you...

That is ok, since black is not a color, but the absence of it.

He might think OL is continuity? Fluke user manual here. Just to make sure he knows what he is looking at.

Check the actual voltage at the computer between THW and E2. I think you might see something way to close to 5V reference for a cold start. If THW is equal to it then you can start looking for a break in E2.

Do you have a cold lean problem or it stays rich when warm?

That is not a problem. That is the problem. I wouldn't be too concerned with your numbers, and it seems you are not.

Yes, get a low cost manual boost controller, and install a free flowing exhaust.

This is not about calibrating its position and the IDL contacts. The voltage signal was pulled low to ground, or open to 5 volts. You can tell which with a low dollar multi-meter.

That is right. They open more when cold. As temps increase, they close unless you have more rpm (pressure). The thought being open up with increased engine speed.

Penzoil has a formulation for high mile motors. They use 30 grade mixed with 5W-30. That will make sense if you understand how multi-grade works.

There is a very large difference between 10W when cold and 40 at operating temps. Of course there is a large drop when it warms. You are stating things that are supposed to happen. The oil cooler and piston jets open with pressure. If they were stuck open, you would not have 60 psi when cold.

Did you check power to the flasher? In and out of the switch?

Actually, it isn't. Gravity (weight) has nothing to do with it. The SAE classification is grade. I know, many people refer to it that way. I am not even sure what you are trying to say. Are you claiming 10W and mono-grade 10 are the same thing? I assure you, they are not. The SAE charts are...

It doesn't have a designed internal and external controlled leak. Yes, the oil. The pump provides flow. The bearing clearance controls the flow and raises pressure. As it wears, the expanse for the oil opens up and there is less restriction to flow, and it shows on the gauge as lower...