[Cglrcng]

I accepted the offer he was so kind to give, and I told Bernie I was going to send my converter to JAX, see if could trace this issue down at the Dyno shop here in town, then head to Baton Rouge and catch up with him in Atlanta (South of), as he was going to park the motor home in a sponsor friends driveway for a while before we need to go to Commerce, GA Nat. event. (I was still having fun, and getting to know EFI, even if it was the bad side of EFI, I was gaining a lot of knowledge and experience with the car, some bad, a lot good, and I was not doing it alone as a lot of good people were attempting to help diagnose it also. Later even a Chrysler Engineer who helped design and test, then race these G Body, K car derived nightmares attempted to help, he was as dumbfounded as everyone else, to the point of actually checking my timing and then he put it up on the actual rev limiter for me to the point I thought he was going to blow that tiny 2.2 to smithereens. (that was well after I was back home in AZ months later, and down in Surprise, AZ at Speedworld)
He by hand just layed that throttle body wide open and held it there until it screamed and went bab,bab,bab,bap.

I slowly stepped away from the engine bay, and have no idea what RPM it actually reached to hit the true rev limit feature (but it did, and he said it awww it won't blow up, and smiled with a sly grin, then said it is not the ECU doing that , but dang if I know what it is, said good luck and walked away, and it was a totally different sound than the eventually found vacuum leak.


Note**I know what it was now in 2023, so very hard not to call it what it was...

A huge full throttle instantaneous large vacuum leak, that causes an instant backfire or instant loss of power...my guess is it was sucking so much vacuum so fast, that it simply was blowing the plug spark out for 1 or 2 holes), all because 2 seconds into full throttle it (the ECU, was opening a stinking fuel tank vapor solenoid, and there was a cracked line back above the gas tank attached to the rollover vent line. And the cracks in the rubber line were getting worse over time.

I was absolutely going nuts and nothing I (we), did fixed the issue. We went to his Dyno Shop, I pulled the Transaxle again, boxed up the converter overnighted it to JAX, and TCI reworked it, called me to apologize (said yes, it had a pinhole in the weld...NO CHARGE), and sent it back right away overnight, 1 day it was back all fixed, I reinstalled it, worked on electrical, vacuum lines, under dash, in engine bay, just replaced anything I could think of or see, then once the transaxle was back in we strapped it to his dyno (and that was a scary thing to do, as the FWD car I was facing a concrete block wall about 3' from the front bumper and doing full pulls...4 was enough for me, it just does not feel right!

The issue was still there but a lot milder, like manageable milder, that is probably looking back because I was going down on the pedal lighter and slower than on a dragstrip and it wasn't actually going wide open the same, so the ECU did not trigger the same. at this point I was sure it was a rev limit feature in the ECU or ignition related, Coil, Distro, or Power Module, Wires, something else.

Now off to Baton Rouge to meet back up with The Emmons folks. div 4 race 2, but 1 I was withdrawn from. Car driving just great on the highway, even better than usual, and no more bread pan, & no leaks. getting even better mileage too. (Computer cars are nuts...until you find out it is a simple mechanical failure because it is fully hidden unless you drip the tank). And here we are 28 years later, and all the same electronics are still on that car and everything is fine today.