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Air fuel ratio on Honda HRU216 lawn mower is too rich

Carburettor air fuel ratio adjustment

Posted by Anonymous on

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6 Suggested Answers

6ya6ya
  • 2 Answers

SOURCE: I have freestanding Series 8 dishwasher. Lately during the filling cycle water hammer is occurring. How can this be resolved

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Posted on Jan 02, 2017

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  • 315 Answers

SOURCE: Check Engine Light On

Sounds like a bad oxygen sensor. Consult a mechanic for troubleshooting.

Posted on Jul 14, 2009

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SOURCE: I need to adjust my fuel to air ratio

OK, Im gonna assume you mean CARBURETED 86 truck, If you want to adjust idle mixture, there is a small (1/4 inch or so) plug in the base of the carb between 2 small vacuum hoses. Carefully remove it (punch a hole or drill it at an angle then bry it out with the hole you made and a small screwdriver). Then you can adjust IDLE mixture. Off idle, you may also have an altitude compensator (about the size of a tennis ball, 3 medium sized vacuum hoses to it side by side, 1 big nut and stud on 1 side). Adjusting that adjusts mixtures as well, but should be done only with an analyzer. beyond that, fuel is computer controlled...so if its rich or lean, you have a mechanical issue or a fuel control problem...not an adjustment

Posted on Sep 19, 2009

  • 4 Answers

SOURCE: my car air conditioner sounds like a lawn mower.

probably leafs in the air box with the fan

Posted on Nov 23, 2009

duane_wong
  • 6826 Answers

SOURCE: i have a 2004 mazda

Check the air filter as a clogged one will cause a rich mixture.
Check that the oxygen sensor has been replaced as this controls fuel mixture.
Check that there are no leaky fuel injectors or the fuel pressure is too high.

That's just off the top of my head what could be wrong with your 2004 Mazda.

Posted on Oct 18, 2010

ZJLimited
  • 17970 Answers

SOURCE: heated oxygen sensor-bank1 sensor2 [ho2s12] circuit

HO2-S12 (Oxygen sensor 1 Bank 2) it is screwed into the exhaust system downstream (tailpipe side) of the catalytic converter.

We dont know exactly the "code number" of your description, but we could advance that is refer at bad O2 sensor in this position. Possible causes:
Contaminated HO2S.
Exhaust leaks.
Shorted/open wires.
Improper fueling.
MAF sensor.
Deteriorating HO2S.
Air leaks.

This specific Diagnostic Trouble Codes (DTCs) indicate the response rate of the upstream HO2S(s) is below some calibrated window. The test measures the HO2S amplitude and output frequency. This is accomplished by superimposing a 1.5 to 2.5 Hz square wave over Lambse. The HO2S switching is monitored during this time to see if the calibration limit is met.

Additionally, some models have a secondary air injection (AIR) system is designed to lower the exhaust emission levels after engine start up. The Powertrain Control Module (PCM) commands the AIR pump relay ON by supplying a ground to the relay control circuit. This action energizes the AIR pump which forces fresh air into the exhaust stream. The PCM also commands the AIR vacuum control solenoid valve ON by supplying a ground to the control circuit. With the AIR solenoid activated, engine vacuum is then applied to the AIR shut-off valves. Fresh air from the AIR pump then enters into the exhaust stream. The air that is introduced into the exhaust system accelerates catalyst operation reducing exhaust emission levels. When the AIR system is inactive, the AIR shut-off valves prevent air flow in either direction.

After a warm start up the PCM can detect an AIR system air flow fault by monitoring the heated oxygen sensors (HO2S) and short term fuel trim (FT) values. This is a passive test. If the passive test indicates a pass, the PCM takes no further action. If the passive test fails or is inconclusive, the PCM diagnostic will proceed with an intrusive or active test. The PCM will command the AIR system ON during Closed Loop operation. The active test will pass or fail based on the response from the HO2S. The active test consists of three tests run at 3 second intervals. A lean HO2S response indicates that the secondary AIR system is functioning properly. An increasing short term FT value also indicates a normal functioning system. The AIR diagnostic consists of the combination of the passive and the active tests. If the PCM detects that the HO2S and short term FT did not respond as expected on bank 1 and bank 2 DTC P0410 sets.

The AIR system consists of the following components:
The AIR pump
The shut-off valves
The vacuum control solenoid valve
The system pipes/hoses
The AIR pump relay, the fuses, and the related wiring

CONDITIONS FOR RUNNING THE DTC
DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0121, P0122, P0123, P0130, P0131, P0132, P0133, P0134, P0135, P0137, P0138, P0140, P0141, P0150, P0151, P0152, P0153, P0154, P0155, P0201, P0202, P0203, P0204, P0205, P0206, P0207, P0208, P0300, P0335, P0336, P0351, P0352, P0353, P0354, P0355, P0356, P0357, P0358, P0412, P0418, P0506, P0507, P1133, P1134 are not set.

Passive Tests
The engine is running for more than 3 seconds .
The engine speed is more than 600 RPM .
The throttle is steady.
The engine load is less than 80 percent .
The system voltage is more than 10.5 volts .
The mass air flow (MAF) is less than 35 g/s .
The air/fuel ratio is more than 12.5:1.
The engine coolant temperature (ECT) is between 5-108.5°C (41-227°F) .
The engine coolant start up temperature (ECT) is between 5-80°C (41-176°F) .
The intake air temperature (IAT) is between 5-72.5°C (41-162°F) .
The power enrichment or the deceleration fuel cut-off (DFCO) is not active.

Active Tests
The engine is running for more than 3 seconds .
The engine speed is more than 600 RPM .
The throttle is steady.
The engine load is less than 80 percent .
The system voltage is more than 10.5 volts .
The MAF is less than 35 g/s .
The fuel system is in Closed Loop operation.
The evaporative emissions (EVAP) purge is active.
The ECT is more than 68°C (154°F) .
The vehicle speed is between 56-72 km/h (25-35 mph) .

CONDITIONS FOR SETTING THE DTC
Passive Tests:
- The HO2S voltage for both fuel control sensors is more than 470 mV for 20 seconds , 200 mV for 7 seconds on a warm start while the AIR system is commanded ON.
- The HO2S voltage for both fuel control sensors do not toggle above 600 mV for 25 seconds, 7 seconds on a warm start while the AIR system is commanded ON.

Active Test
- The AIR passive test is inconclusive or failed.
- The HO2S voltage for both fuel control sensors is more than 250 mV for three 3 second active tests.

ACTION TAKEN WHEN THE DTC SETS
The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

CONDITIONS FOR CLEARING THE MIL/DTC
The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Clear the MIL and the DTC with a scan tool.

DIAGNOSTIC AIDS
NOTE: Refer to Connector Test Adapter Kit J 35616-A Notice in Service Precautions.

Reviewing the Failure Records vehicle mileage since the diagnostic test last failed may help to diagnose the condition. The information may help to determine how often the condition that set the DTC occurs.
Inspect for the following conditions:
A Low AIR system air flow may cause this DTC to set.
Any excessive exhaust system back-pressure
Any moisture, water, or debris ingestion into the AIR pump
Any restrictions in the AIR pump inlet, duct, or filter
An intermittent may be caused by any of the following conditions:
Any pinched hoses or vacuum lines
Any kinked pipes/hoses or vacuum lines
Any split pipes/hoses or vacuum lines
Any heat damaged pipes
Any deteriorated hoses or vacuum lines
Any reversed inlet and outlet hoses at the AIR pump may cause a reduced air flow. This condition may cause this DTC to set. The AIR pump inlet and outlet ports should be clearly identified on the pump.
An AIR solenoid stuck open or leaking vacuum internally may hold the shut-off valves open, an audible exhaust popping noise may be heard through the air pump inlet hose. This condition may not set a code and may cause the fuel trim parameters to indicate a high percentage value at an idle
The AIR solenoid vents the vacuum from the shut-off valves when the system is inactive. Verify proper connections of vacuum hoses, reversed connections at the AIR solenoid may cause the AIR shut-off valves to be held open.
When commanding the AIR System ON with a scan tool the PCM will activate the AIR pump and the AIR solenoid. The fuel control system will then enter open loop status. This action will allow fresh air to enter the exhaust stream and cause the HO2S mV parameter to drop to near 0 mV . This would indicate a properly operating AIR system.
However if the AIR pump does not operate or there is no air flow from the pump entering the exhaust stream due to a leak in the system, the HO2S parameter may still drop below 100 mV . This is due to the fresh air being drawn into the exhaust stream from the opening of the shut-off valves. The HO2S will respond with a drop in mv readings as a result of this air leaning out the exhaust. The voltages may decrease to below 100 mV but not approach 0 mV .
If the condition is intermittent, refer to Intermittent Conditions.

TEST

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Posted on Aug 02, 2011

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1 Answer

What does running rich mean? And is it expensive to fix?


Running rich is a term to describe the fuel to air ratio as being to " rich" with fuel and simply means you need more air.
Usually done by adjusting the carb.

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a sutty sparkplug does indicate too much fuel, does the vehicle have a lambda sensor (oxygen) if so this will alter the fuel to air ratio, if its an older vehicle with a carburettor it may need stripping and cleaning and re setting

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If this is a gas engine, check for air leaks on the intake manifold and every vacuum line and switch you see. Use a pump spray water bottle and with the engine running, spray around seams and such.

A change in rpm or stalling will indicate the leak.

What is probably happening is the air leak is making the system run rich to balance the air/fuel ratio. This would make more fuel dump into the engine where it is not needed.

Another possibility is a loss of the signal from an O2 sensor. The O2 sensor sends a signal to the ECM to set the fuel demands and let the engine controls know that the fuel ratio is rich-normal-lean to adjust to optimum running condition.

Now if this is a Diesel, the hard to start condition would be due to an inoperative glowplug timer or worn glowplugs. If this is the mechanically injected model, the injector pump is timed to get the fuel into the cylinder either earlier or later to change the fuel ratio. Your diesel injector pump would need to be retimed. It will help across the board.

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Hi,


P1289 - Cylinder Head Temp Sensor High Input
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The sensor is capable of precise measurement a= 1, but also in the lean and rich range. Together with its control electronics, the sensor outputs a clear, continuous signal throughout a wide range (0.7 < a< air).

The exhaust gas components diffuse through the diffusion gap at the electrode of the oxygen pump and Nernst concentration cell, where they are brought to thermodynamic balance.

An electronic circuit controls the pump current through the oxygen-pump cell so that the composition of the exhaust gas in the diffusion gap remains constant at a = 1. Therefore, the A/F sensor is able to indicate air/fuel ratio by this pumping of current. In addition, a heater is integrated in the sensor to ensure the required operating temperature of 700 - 800?C (1,292 - 1,472?F).

The response (from LEAN to RICH) of the A/F (Bank 1) signal computed by ECM from A/F sensor 1 signal takes more than the specified time.

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Cheap air/fuel gauges simply tap off the stock oxygen sensor. That sensor can only tell you lean or rich and the car should idle roughly at 14.7:1 and go rich under acceleration. Cruise down the highway at steady 50 mph and see what the gauge does. Should be calmer.
At idle the needle can bounce around quite a bit. Means nothing. It should however go sometimes rich and sometimes lean. That's how the computer adjusts, if it stays lean too long, the computer tweaks the injectors richer. If it stays rich too long, the computer tweaks it leaner. If the computer cannot adjust the ratio, it will set the check engine light and in that case it should be a flashing check engine (meaning stop the car and tow it to a shop - flash means the catalytic converter can burn out).
If you want to know the actual air-fuel ration you need to buy a wide/band oxygen sensor and related gauge. They are much more expensive and will typically run a few hundred dollars. If the car is stock except for K&N, don't bother with the air/fuel gauge.
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Every new car, and most cars produced after 1980, have an oxygen sensor. The sensor is part of the emissions control system and feeds data to the engine management computer. The goal of the sensor is to help the engine run as efficiently as possible and also to produce as few emissions as possible.
A gasoline engine burns gasoline in the presence of oxygen (see How Car Engines Work for complete details). It turns out that there is a particular ratio of air and gasoline that is "perfect," and that ratio is 14.7:1 (different fuels have different perfect ratios -- the ratio depends on the amount of hydrogen and carbon found in a given amount of fuel). If there is less air than this perfect ratio, then there will be fuel left over after combustion. This is called a rich mixture. Rich mixtures are bad because the unburned fuel creates pollution. If there is more air than this perfect ratio, then there is excess oxygen. This is called a lean mixture. A lean mixture tends to produce more nitrogen-oxide pollutants, and, in some cases, it can cause poor performance and even engine damage.
The oxygen sensor is positioned in the exhaust pipe and can detect rich and lean mixtures. The mechanism in most sensors involves a chemical reaction that generates a voltage (see the patents below for details). The engine's computer looks at the voltage to determine if the mixture is rich or lean, and adjusts the amount of fuel entering the engine accordingly.
The reason why the engine needs the oxygen sensor is because the amount of oxygen that the engine can pull in depends on all sorts of things, such as the altitude, the temperature of the air, the temperature of the engine, the barometric pressure, the load on the engine, etc.
When the oxygen sensor fails, the computer can no longer sense the air/fuel ratio, so it ends up guessing. Your car performs poorly and uses more fuel than it needs to.
More to come soon! presently looking for detail instruction on how to repair or replace.
I found this link with info on the sensor .... might be helpful

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