Ωhm

Coil on Plug (COP) is a programmer’s dream come true.

Problem was because faulty distributors made their way into production vehicles (I6 only). Fault was tip of rotor and distributor drive gear were misaligned when assembled. Spec'd wrong, causing crossfire at higher RPMs. Solution was replace distributor.

As you move the rotor tip more CCW to cover timing for both sides of TDC (0°), you have shifted the gap problem to the MAX advance condition. Moving the rotor tip away from the tower contact at MAX advance. This assumes all things stay the same.

Isn’t timing retarded ATDC and either ‘more advanced’ or ‘less advanced’ BTDC. Just trying to understand the terminology.

Yes I would think/hope the ECU knows enough to never go less than the base timing.

Yeah, tip of the rotor in the picture compared to the tip of the rotor in the FSM was 180° off. I thought that was your problem. Maybe I'm looking at the picture wrong. Good to hear its back on the road.

Alternator needs counter voltage supplied by the battery. If battery is in poor condition or very poor condition, no counter voltage could put the alternator in a run-away situation. Put a voltmeter across the battery and check what your numbers are. Hopefully it’s the battery and not the alternator.

This timing mark has two (2) different meanings for CYL#1. 1: compression↑TDC↓power or 2. exhaust↑TDC↓intake When you're dealing with IGN timing use #1.

With KEY ON check for Battery Voltage (B+) at D2_9. With KEY OFF, disconnect C229. On the component side measure OHMs(Ω) between C229_A and C229B. Looking for ≈6Ωs. Lazy is a good term for slow response time.

With KEY ON check for Battery Voltage (B+) at D2_9. I think REM uses this for the reading.

I think (open for discussion here) that the pressure stays the same everywhere in the circuit (both front and rear), but the valve will add more fluid (volume) to the rear brakes allowing the wheel cylinders to fill faster making for a quicker braking response. Thanks for the inside view of this mysterious valve.

ST fuel trim can stay and read low (0-28) as long as it doesn't keep lowering the LT fuel trim (128). Meaning both FTs work together.

Depending on the new location, OP could get lucky and find his wiring somewhere within the harness loom. Now he might need to shorten the wires.

HO TPS pinout at the connector should be: A - Ground B - TPS Signal (percentage) C - 5vdc Reference

Digital Volt Ohm Meter

or How did you connect your DVOM? Which connector letters or could be numbers?

The DBY-827 heavy turbolaser turret was a turbolaser turret used on the Galactic Republic's Venator-class Star Destroyers during the Clone Wars

Gordie Howe International Bridge (USA_Canada) over the Detroit River.

In the photo, looking down on the TPS connector, is it labeled as the following: C B A

Yes, you can have the valvetrain off 180°, making the Distributor off 180° and the engine will run just fine, but now your SYNC signal is off 180°. Some will say the SYNC signal will correct itself every time you START and RUN your engine if that what you want. Yes. TDC has two meanings. With timing you're looking for TDC during the Compression↑TDC↓Power stroke.

Yes. If you're back probing the MAP connector (connector still connected to MAP), readings look good.

Yea I missed that. Still 17.4 anywhere is not normal for a 5vdc circuit. I think your running rich may be caused by the TPS.