1979-1993 & 94 Conv [Subscribe to Daily Digest] |
from the other side of #27, per your tests (think I had to do that, too - was a few weeks ago).
IIRC, there are 1 or 2 small bolts inside the passenger compartment, along with the one engine bay one that secure the fuse box. Be careful with powering the #30 sides, just in case the FP relay is stuck closed (checking fuse box wire coloring should help confirm there, too)
Did you happen to pinch off, and then release the fuel delivery line when you had the pres gauge plugged in - did pressure restore quickly?
I've never seen a spec as to what the FP should draw as far as current, too make sure it's not drawing too much. AFAIK the best way to test a FP is actually with an oscilloscope, comparing to a known good pattern
If your car has A/C, confirm that the A/C relays (if known good), in the main fuse box, match your FP relay specs (and system relay, btw), and then swap them
In rereading your orig post, I'd also suspect other areas along w/the FP, as your symptoms can have multiple causes.
Your c900 runs fairly well cold but not warm/hot?
A partial list of other things to ck (maybe you've already done?) would be
the coolant temp sensor screwed into the engine block (somewhere underneath the fuel rail, IIRC) - the two-pronged switch that (inversely) lowers in resistance as engine temp goes up
wiring and physical tightness of crank sensor behing the crank pulley
grounding points in general
vacuum leaks
EZK ignition tests
close-loop test that your O2 sensor is putting out proper voltage and has reasonably fast V fluctuation (also more definitively tested w/an oscilloscope, AFAIK)
altho not common in 91s, AFAIK, do a search for checking if the ECU might be failing & essentially grounding out the FP relay: I think it involves jumping the FP relay (remove jumper after you turn off the engine)
posted by 63.107.255...
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