If anyone knows how to help me with getting my vehcile fixed to pass smog it would be greatly appreciated. Otherwise I'm just going to drive the thing off of a cliff.

Anyway, I just failed a smog check and here are my results:

%C02 %02 HC (PPM) CO (%) NO (PPM)
TEST RPM Meas Meas Max GP Meas Max GP Meas Max GP Meas
15mph 1430 12.4 0.2 83 269 813 0.48 1.98 3.42 689 1907 147
25mph 1409 12.3 0.1 48 219 433 0.46 1.96 3.58 706 1707 131


FAILD!!!!!!!!!!!!!!!!!!!!!!!!!!

The guy who ran the test says he thinks I am running rich. Any suggestions? If it is running rich, how do I fix that? PLEASE HELP!!!!!!!

 

Here is an actual copy of the test results

 

Try aligning the table better.... I can't figure it out the way it is. "max" I assume it the pass/fail limit, "meas" is the measured value for your car. What is "GP".

 

OK... I was typing the same time you were making your second post.

 

High HC and high CO, combined with low NOx generally indicates its running rich. Exhaust leaks before the O2 sensors, misfires or faulty sensors could cause the problem. What brand O2 sensors did you install?

Why did you have to replace the ECM? Are you sure it was programmed for the correct injector size?

 

Wow, your HC's and CO's are really high. There could be a lot of things causing these problems. If you didn't change your oil, you should do that first. Contaminated oil will raise your HC emissions quite a bit. Also, I'm hoping you changed your air filter. I hope this below will help:
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Possible Causes of High Hydrocarbon (HC) Emissions:

Hydrocarbons relate to unburned fuel. You may logically think that must mean that the engine is getting too much fuel. However, that is only one of many possibilities ranging from fuel problems, to electrical problems, to internal engine problems such as piston rings that can cause HC emissions to be excessive.

In order to pinpoint the cause of excessive HC emissions, the following systems (if applicable) will need to be checked, usually in the order shown below:

Lean or Rich Air-Fuel Ratio
For an engine to operate as designed, the correct ratio of fuel to air must be delivered to the cylinders. If the fuel system is delivering a leaner than ideal air-fuel ratio, it may result in lean misfire and cause high hydrocarbons. If the fuel system is too rich, it also may result in high HC but will be accompanied by high CO as well.

For more info regarding the diagnosis of fuel delivery systems, see Fuel System Testing

Inadequate Catalytic Converter Efficiency
For vehicles that are 1988 model year or newer, it is very important that the catalytic converter be operating at 90% efficiency or better. That means that the emissions that come out of the tailpipe must be no more than 10% of what goes in.

For more info regarding how to determine catalytic converter efficiency, see Catalytic Converter Testing

Induction System Problems
There are many aspects of the engine's air induction system (hoses, intake runners, intake manifold, vacuum-controlled devices) that can cause disruption in the air and fuel getting to the cylinders and result in high HC. Incorrect PCV valve/orifice flow rate can also cause similar symptoms. Leaking EGR valves also may cause excessive HC emissions.

For more info regarding how induction system problems are identified, see Induction System Testing

Poor Ignition Performance
Ignition defects including dirty spark plugs, leaking or open-circuited spark plugs or wires, or defective ignition coils can all result in a shortage of spark energy. Any shortage of spark energy may cause high HC emissions.

If the spark occurs at the wrong time, incomplete combustion and high hydrocarbons may result. Too much spark advance could be due to an incorrect adjustment or a defect in mechanical or vacuum advance mechanisms.

For more info on testing ignition systems for inadequate spark energy or incorrect spark timing, see Ignition System Testing

Uneven Output Among the Engine's Cylinders
At this stage of the diagnosis the technician should be sure that the air-fuel ratio is correct, there are no external vacuum leaks, and the ignition system is operating normally. There are still many possible causes of high hydrocarbons, most of which are either internal engine problems or tough-to-detect induction system problems such as valve deposits or a leaking EGR valve. On fuel-injected vehicles, poor fuel atomization is a common cause of HC problems.

For all of these remaining possibilities, checking for uneven power output amongst cylinders will usually help to track down the cause of the problem.

And for your CO's:
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Possible Causes of High Carbon Monoxide (CO) Emissions
High CO means too much fuel. Fuel can only come from three sources: the crankcase vapor control system, the evaporative control system, or the actual fuel delivery system.

The fuel delivery system is certainly the most likely culprit but in most cases it is very quick and easy to eliminate the other two possibilities first. However, if it is problematic to check the evaporative system purging, it is probably wise to go straight to fuel delivery system diagnosis.

In order to pinpoint the cause of excessive CO emissions, the following systems and possible defects will need to be checked, usually (but not always) in this order:

Excessive Crankcase Blowby or PCV Flow
If oil vapours in the engine's crankcase are excessive, or the oil is dirty or contaminated, excessive CO emissions can result. Dirty or contaminated oil is easily rectified by an oil change. Excess crankcase vapour flow can be caused by an incorrect PCV valve or by serious internal engine damage such as worn-out piston rings. Serious internal engine damage can only be remedied by major engine repair or overhaul.

For more info regarding the diagnosis of crankcase vapour control systems, see Crankcase Vapour Control System Testing.

Saturated Evaporative Control System
The charcoal canister stores fuel system vapors until they can be withdrawn and burned in the engine. Under normal circumstances, this should never result in excessive CO for more than a few seconds. It is possible for charcoal canisters to become saturated with fuel. This essentially means that they can never be cleared of HC vapors and need to be replaced.

For more info on how testing for excessive crankcase blow-by gases, see Evaporative Control System Testing.

Rich Air-Fuel Mixture
There are many aspects of the engine's fuel delivery system that may need to be checked when diagnosing a rich air/fuel mixture. That is the main reason that this is listed behind crankcase vapor and evaporative emission control systems-even though they are less likely causes of the problem, they are much easier and quicker to check.

When diagnosing a rich air-fuel mixture, it is important to keep in mind the possibility of a defect in an entirely different area affecting the operation of the fuel delivery system. For example, certain mechanical engine defects may cause abnormally low engine vacuum and result in the fuel system delivering more fuel than is actually needed by the engine. The symptom of excess CO may lead one to think that the defect lies with the fuel system but the problem actually lies elsewhere.

For detailed info regarding the diagnosis of fuel delivery systems, see Fuel System Testing.

Are Other Problems Being Masked?
An additional consideration if your vehicle failed with very high CO emissions is the possibility that it may also have a NOx problem that was masked by the high CO. Sometimes restoring the air/fuel ratio to the proper range uncovers a NOx problem. The NOx defect may have existed previously but wasn't evident because of the lack of oxygen that accompanies a rich mixture.

If possible, the technician should perform a quick check of NOx control systems after identifying the cause of the CO problem. Any problems found should be included in the total repair estimate. However, in these circumstances any NOx related repairs would be a lower priority than the CO related repairs.

At any rate, you should be aware that it is possible that a NOx problem may become evident after a CO problem is repaired.

Good Luck!

 

The O2 Sensors were Bosch sensors from Kragen. The reason for the computer change is because I took it down to a electrical shop and they told me the other one was all screwed up and wasn't reading anything. So the new computer is a Cardone. As far as it being programmed, nothing was done to it because I was told it just got plugged in and would learn and adjust everything on its own. If I want to tune it I have to go with someone like PCMforLess and get a chip to add to the computer.

As far as the oil and air filter, all of that has been changed. (air filter cleaned and re-oiled)

 

The guy at the Smog station said he felt like it was missing when it was running. He said it could be missing just because it was running rich. But i am LOST!!!!

 

Just curious, what brand optispark did you use?

 

Optispark is a GM OEM one. I orginally tried one from Auto Zone and had nothing but bad luck, so I paid the extra money for the original.

 

Do you have the intake manifold leak?When you start the car from cold,does it blow a little black smoke out the rear?Also,check the #8 plug to see if it is all clogged up with gunk(intake manifold leak possibly).Also,the smog station likes a real hot engine when they perform the test.I idle outside the test station untill the fans come on.Hope this helps.Intake manifold leak will look like rich.

 

I'll check the #8 plug and see what it looks like. As far as warming up the engine....I drove 50 miles prior to having the smog tested so at least I dont have that to worry about. lol

 

A lot of people have experienced problems with the Bosch O2 sensors. Generally recommended that you use only GM parts. Hard to believe they would make it run that rich though.

As far as the PCM, they had to load it with a program. Did they verify that the program had the correct size injectors in it? It can't "learn" the correct injector size. It has to be told.

 

As far as the PCM goes I assume it was already loaded with that considering it was loaded for a stock 93. However, the PCM isn't much of a concern as the problem because I was having the same problem prior to the foul up of the PCM and changing it.

I will probably change the O2 sensors though if Bosch seems to cause problems.

Thanks!!!