Mass Air Flow sensor. Used to measure the amount of air entering the intake. This sensor works by heating an element and then measuring the rate of c...
Subject: Re: 93 LT1 Starts then dies whenn hot by Schrade on 2008/8/23 3:01:04
Quote:
vettebigguy wrote: Hi guys, I really need some help here. I have a '93 LT1 with about 40,000 miles on it. Last month I was driving her and all was fine,I had been on the road for about 125 miles and suddenly the engine just quit. ( at 60 MPH!) I managed to get her started and she ran for a short period of time, ( minute or so) I got her fired up and she ran off and on for about an other 3/4 hour. I got it to my friends place in Spokane Washington and then she really gave me trouble, would hardly start and not run at all. I got it towed to the Chevy dealership and they changed the fuel pump, thinking that was it. NOT, 500 bucks later still the same thing runs fine cold then quits when hot, we have since changed the ECM another 500 bucks, now they think it is the BCM, the mechanic says he has tested everything...but he looses an injector pulse and that is when she quits....I am into this for big bucks and they can't seem to figure this out, does anyone have ANY ideas. They have had the car a month and are no further ahead....I have never had any trouble in the past and she is a one owner car. He said he can start the car and she idles for about 1/2 hour and then dies, he says he has spark , good fuel pressure, and all injectors are good...can some one please help me, I am getting very desperate , frustrated and am disappointed with the Chevy Dealership. ANY ideas would be greatly appreciated....thanks everyone...I hope to hear from you
I'd first ask the Spokane chevy dealer if I can see the test results that led them to believe the pump was at fault: static fuel pressure test, pressure at idle with vacuum on FPR, pressure at idle with vacuum off of FPR, and pedal down pressure.
And then I'd get my cash back for un-necessary work.
Now for what you have current: Seems that lost pulsewidth at the injectors should be pretty easy to trace, given an FSM, or experience...