The car is a 1982 Canadian B23E with K-jet. Have been tooling around looking for the cause of a crappy idle when the engine is in its 'still cold but almost at running temp' stage. I noticed the thermostat valve did not have any lines to it, nor did the control pressure regulator seem to have any vacuum connections at all. Being a Canadian car (Edmonton- its COLD in the winter)I imagined it would have the full cold enrichment system, but does not. Starting the car in the cold is never a problem. When it is really cold (-30c) the car starts fine, then idles high for awhile- as it is supposed to do- and then stalls at idle for a few minutes of around town driving, and after that goes to a very high idle, finally settling down to normal after that.
Anyway, is my CPR the wrong one? Do more recent ones (can't quite make out the part #) not require vacuum? This is a mystery I would like to solve.
Thanks.

If your car has the CPR without vacuum lines, you may have another cold enrichment system. I thought only the 84 and 85 240 turbos had the CPR without vacuum lines. Anyway they have a separate vacuum activated cold enrichment. There is a blue valve on the block near the CPR that is open when the coolant is cold. The valve opens a vacuum line from the manifold that goes to a black switch on the firewall that causes the lamda sond unit to enrich the fuel mixture momentarily when the gas pedal is pressed. I think you might have the wrong CPR for your car, but I'm not sure because I thought the 240 turbos were the only ones with k-jet after 1981. I would also guess that you do not have a CIS system if you don't have LH fuel injection, becuase it requires a separate control unit with Kjet (It is built into the LH system)

It's a mystery because the engine does have the valve (mine is orange) but none of the plumbing. The CPR could have been replaced; did Volvo change the design of the CPR where the vacuum lines aren't needed? I don't know. I can't quite make out the part #, so I checking it will have to wait. According to Volvoworld.com my CPR is Bosch part 0438140004, not the same #'s as in Bentley, but this is not a surprise as the my is an 82.
The car, being Canadian, is the bastard son of the Volvo factory: it is K-jet but does not have CIS. There is no lamda sond; so no cat. It has Pulsair for emission control (which is amazingly feeble), it has the thermo valve but no vacuum lines. It does, however, have a nice motor.

It will be figured out eventually


bbben

I don't know which CPR you have, but 84 and 85 turbos have one without vacume lines. This CPR has altitude correction that the older types don't have. From my understanding the vacume lines on the older ones caused the CPR to richen the fuel mixture momentarily on cold engine acceleration. As I said in the previous post this is done by the lambda sond unit on turbos. Thats why I think you may have the wrong CPR, since your car has no lamda sond. I would not worry too much about the cold engine enrichment. I have it disabled on my turbo and I don't notice much difference. What you should check is whether the control pressure is right with the CPR you have. I would also check the aux air valve if you are having idle problems.

"...the control pressure regulator seem to have any vacuum connections at all..."

For the US configuration, you are correct -- no vacuum connections. Two fuel lines, one electrical connection, and one vent to atmosphere (usually has an inverted "J" tube on it).

"...is my CPR the wrong one?"

Good question. If you can get the number off the beast, see what the dealer says about the part number.

Keep in mind that the idle is really controlled by the CIS motor, aka the "idle air valve." Yours might be gummed up, which means that it might act sluggish in the cold.

"...a Canadian car (Edmonton- its COLD..."

Yeah, I hear that from my cousins up there.
--
Don Foster (near Cape Cod, MA)

You wrote:
Keep in mind that the idle is really controlled by the CIS motor, aka the "idle air valve." Yours might be gummed up, which means that it might act sluggish in the cold.

Is that the same as the auxiliary air valve that bolts to the valve cover?
Or is it something the 1980 model doesn't have?
--
George Downs, The "original" Walrus3, Bartlesville, Oklahoma

The auxiliary air valve was also called the "air slide valve," and is technically different from the CIS motor.

The air slide valve increases the idle in a cold motor, and then allows the idle speed to gradually decline to normal as the engine (and the valve) warms up. It does NOT actively control the idle. The air slide valve would be considered an "open loop" control device.

In contrast to this, the CIS motor (IAV) opens and closes, under electronic control, to maintain the idle at a preset value (around 900 rpm, or so) regardless of engine temperature or other conditions. Because it is active control, it is constantly monitoring the engine's idle speed and constantly readjusting the idle air valve to maintain speed. This is considered "closed loop control."

The two valves are mounted in about the same place. I think the CIS motor (IAV) was introduced in the 240 in '81.

Walrus3 is my ebay username since Walrus, Walrus1 and Walrus2 were
already taken. I have been known as the Walrus since the name was
applied to me in my freshman year at Stanford* by associates who noted
that my position on the upper bunk was somewhat walruslike. They
were known as the Vulture and the Polar Bear. After a number of years
I encountered and later married the Tigress (don't mess with the kittens!).

Someone else has recently been posting on the brickboard as the Walrus,
hence my amendment. I am not he and vice versa.

* AKA "Harvard of the West". I prefer to think of Harvard as the
"Stanford of the East".
--
George Downs, The "original" Walrus3, Bartlesville, Oklahoma

"...my freshman year at Stanford..."

I'm already impressed.

"...AKA 'Harvard of the West.' I prefer to think of Harvard as the 'Stanford of the East.'"

I prefer not to think of Harvard at all, particularly the HBS. I believe that the MBA-types who graduated from the top 10 or 15 business schools over the last 20-25 years are largely responsible for the Enron, Tyco, WorldCom, and other debacles based on "creative" accounting practices. Not all, of course, but many (not all businesses, not all graduates, not all schools... but many businesses, many graduates, many schools...).

George W. From where and when? (I have a special interest in his graduating class...)
--
Don Foster (near Cape Cod, MA)

I think I'm glad that I am George F. III (and final - this foolishness
has gone far enough - and only remaining)

You know how many Stanford MBAs it takes to change a light bulb?



Only one. He holds the bulb and the world revolves around HIM.



I should know where and when GW went to school........
--
George Downs, The "original" Walrus3, Bartlesville, Oklahoma

Whoops -- goofed up... I meant to say that my '83 with LH-jet has the i.a.m.

Rob

Don -- my '81 with K-jet has the auxiliary air valve (slide valve). My '83 with K-jet has the idle air motor. I wonder if it's a K-jet vs. LH-jet thing. My '81's a.a.v. is mounted up on the valve cover. The '83's i.a.m. is mounted down under the intake manifold runners.

Rob Kuhlman

Rob --

It may be that Volvo switched in mid '81 from the "air slide valve" to the "idle air motor." For example, some '82s have K-jet, and other '82s have LH-1. I know for a fact that my '81 had the CIS motor (idle air valve). These are similar looking devices and, on the K-jet B21s, are mounted in the same place -- over the valve cover. Both of my '82s (non turbo) have their CIS motors mounted over the valve covers.

The B23 and B230 engines have the CIS motor mounted under the intake manifold. I frankly don't know where the '82 with LH had the CIS motor, but I suspect it also was under the manifold.

I'd bet you a cold one that your '81 has the CIS system (constant idle speed) and you don't realize it.
--
Don Foster (near Cape Cod, MA)

Don -- I'd be happy to collect the 'cold one' the next time I'm near Cape Cod. My '81's got the auxiliary air valve. The body is about as thick and a little longer than a tube of chapstick, and it ends with a disk about 2 inches in diameter. That encloses the sliding piece. My '83's idle air motor is about as thick and long as a nice straight bratwurst, and it's got a T-fitting at the end for the air hoses.

So...that makes my '81 an early one? I remember taking another '81 245 out on a test drive, and when I looked at its motor I was surprised to see the idle air motor system.

Rob Kuhlman

Sure sounds like an air slide valve to me.

And a cold one's always welcome, no matter who buys. Three of 'em, maybe. Each. Lemme know when you're stopping by.

"...that makes my '81 an early one?"

I really don't know. Every '81 I've seen (only owned one, but worked on a number) had the CIS motor above the valve cover. However, Volvo had a production strategy of introducing new stuff slowly and carefully, so the CIS motor may have been related to Lambda Sond requirements or something similar. Or it may have been introduced regionally.

Is it possible that your '81 has an earlier engine in it?
--
Don Foster (near Cape Cod, MA)