Nothing so far. I don't want to harass them, but I'll probably call later tonight. Fingers are crossed that it is a tuning issue, or some sort of hole in a brake booster line that I couldn't find.

Guys I am new to this thread but if i may jump in and say that the AAV should fully close when hot. But OTOH, if if doesn't close completely it shouldn't affect anything but idle speed.

I wasn't kidding about the gas cap. A bad vent would let the car run for a bit, and then a vacuum would form in the tank, adversely cutting down on fuel flow.

I can't wait to hear what the actual problem was.

Correct. I talked to OsoMoore by phone shortly after he posted the pictures and we discussed this. Clearly his AAV is not closing all the way. He was able to get the engine to crank and run (poorly) for a little while by giving it gas. So on a warm engine the extra air doesn't help. He had to keep the RPMs WAY up (3-4k range) to keep it from stalling. It did not seem to respond at all to any idle or mixture adjustments, which is very odd.

I was listening over the phone and it was chugging like an engine not firing on all cylinders. Swapping the CDI has ruled the CDI out. Fuel delivery seems fine, spark is there -- we're left with air being the problem.

Culprit? A very large, as-yet-to-be-found vac leak? Hard to believe with everything he has done and fixed but I suppose anything is possible.

Something else? Stuck valve? :eek:

Some fail to understand that both the AAV and the AAR just bypass air around the
throttle body to increase the RPM under certain conditions, i.e. they function the
same as if one were to raise the RPM by moving the throttle linkage. So unless
either valve or their hose connection has a leak, they are unlikely the source of
the present problem.

Wasn't the CDI either.

No one said it was, only that the OP had indicated that the engine had initially
not died when warm with his friend's CDI. This indication then raised potential
doubts as to whether the replaced CDI was a problem source. This situation
is obviously different from all the other "shotgun" pointing to other system
components as problematic without any logical correlation to the problem.

My guesses at what they find: off by a tooth on distributor, or 180 out on dizzy,, or plug wires in cap in the wrong order on 2 cylinders. Only because he never posted a photo of where the rotor lined up after I posted a photo of where mine lines up. Also because I made all of those errors after my rebuild and it ran like he described.

Now, Loren... do you really want to start that again?

I've read a lot of that guy's posts. He was fairly knowledgeable about Porsches.
I guess I should thank you for the compliment. He probably could have saved
the OP wasted time and money which this thread didn't.

Some on this thread, because of their lack of basic CIS knowledge which they
continually fail to understand, misguided the OP. There are some Pelicans,
e.g. Bob and Tony, that have a good knowledge of CIS, but they didn't post on this
thread. For the most part, this thread turned out to be "the-blind-leading-the blind".
It's really unfortunate that besides the misguided money spent during troubleshooting,
the OP now must pay again to have a shop solve his Porsche problem/problems.

By the way, how's your fuse block mis-wiring coming? Can't be as complex as CIS
troubleshooting, right?

Wow Loren, you've been banned once from Pelican for being condescending and intolerable and now you are pushing the limits again by mocking people?!..... will you ever recognize that hard skills alone don't get you ANYWHERE here (or anywhere else for that matter) with that kind of attitude, huh

Loren,

I have to wonder why someone would post under a pseudonym? A reason might be that someone might have an agenda. Or they were previously banned. The mind does wonder...

I on the other hand have never, ever professed to be an expert. I have been the recipient of a lot of help and patience. All I've ever tried to do is to pay it forward. If I'm wrong, I'm wrong. I do this as a hobby, not as a profession.

I'll be just fine with my wiring, but thanks for asking. Just have to sort out what has been done to the car previously. The thing is that I actually have this thing around here called friends that are willing to help. Neat concept. You should try it sometime.

Any updates, Osso?

I'm back on the grid after six days of canoeing in the wilderness. I'll talk to the shop ibn the morning.

Anticipation is mounting - I think everyone is on edge with you to learn the outcome of this case. Keep us posted and welcome back

Called the shop from the road (now home) and got a message forwarded by the secretary that they suspected a bad coil and will have a new one tomorrow. They were at Road America this past weekend... crazy gearheads. :D I did replace my coil in episode 1 (the dizzy cleanup) and it worked after that (until the stall 3 days later)... I'm going to talk to the mechanic tomorrow so they can have more info to work on.

I talked to the mechanic briefly this afternoon. He reports that the spark was very weak, and that the mixture was way off and flooding the engine right away when he started to check fuel pressures. He had to wait for the fuel to dissipate. He's going to be working on it again tomorrow morning and is hopeful I'll have my ride back soon.

Out of curiosity how did the mechanic determine the spark strength or came to the conclusion the spark was "very weak".

How did he determine the engine was flooded and mixture was "way off"?

Somehow I always gravitate back to wanting to see data produced by following a published or defined test (e.g. use adjustable gap to determine HV level according to Bosch test procedure or measure control pressure according to Porsche workshop manual)

There is a funny cartoon on one of my colleagues cubicle wall. It goes "unless there is data it's just another goddam opinion....." Then there is a second cartoon right next to it saying:: "opinions are like "bleeeep", everyone's got one....." You get the drift, right.

Ingo

Still no resolution... I'm going to talk to the mechanic Monday in person instead of getting messages passed back and forth.

That's odd. The other day on the phone you said you had a bright blue spark, but maybe that was just one plug? And it sounded like you followed the procedure to adjust the injectors.

Keep us posted...hoping for good news.