My 5 min trip to the store was extended when my 89 civic LS swap wouldn't restart. It showed a #16 code...one extended bling and 6 quick ones which I read and hope is one or multiple bad injectors.

http://tech.hybridgarage.com/tech/codes.html

Is it possible to test each one to see which is bad?

Can I use an injector from an 89' crx Si as a temporary solution if it is just an injector?

 

The first test is an OHM test, the second is a NOID light to see if the ECM is grouning the inj, the third test is an oscilloscope to check electrical and mechanical integrity.

You can pull the injectors and see if they are squirting fuel out while cranking, use lots of rags and cover the inj holes in the head so spark wont ignite the fuel, it happens, it did happen, leave the distributor hooked up.

Let us know. Replacement inj need to be the same resistance if you are going to swap them from a different car, you may also have a blown ECM.

 

The car has decided to start running but is still showing that engine code. I took the injectors out and made sure they where all spraying for start up....they look good.

I have trouble thinking that there is anything wrong with the injectors because the car is running very rich. Setting that it is very rich aside for a moment, could it be that the ECM is trying to tell the injectors to run so rich and not getting any more from them cause it to think that they are malfunctioning?

The rich problem is because it is having a problem reading the MAP sensor. I switched from my 89 MAP to the one on the throttle body from the integra set up and that did nothing. I'm beginning to think that it may be the ECM.

I did the obd0 conversion to obd1 about 3 weeks ago. It ran great for 2 days then came up with the MAP problem. Now it is showing an injector problem.

Any suggestions/advice for my nightmare

 

You can use a hand vacuum pump from Sears and pump the MAP sensor down to about 21 inches of vacuum, then you can test the voltage back to the computer, less than 1 volt I think, There are just too many inputs to the ECM to guide with injector pulse width and you need a scanner or scope to see what is going on with everything.

ECT must not be too cold, the colder it is the more fuel gets delivered.
MAP the lower the vacuum the ECM thinks you are accellerating, more fuel gets delivered.
Valve adjutment, ignition timing or valve timing out of rig, less vacuum, more fuel.
O2 sensor not working, ECM goes into default mode and makes the engine rich, rich is safer than lean.
TPS not less than about 0.5V at idle the ECM thinks it not at idle, more fuel.
Injectors could be leaky or sluggish when closing, more fuel.
Fuel pressure regulator leaking past the vacuum diaphram, more fuel.
Fuel system pressure too high, return line restricted, more fuel.
Vacuum leak after the MAP sensor, intake gasket, lowers vacuum, more fuel.
BAD INPUT OR BAD ECM OR BAD OUTPUT OR BAD MECHANICAL, LOTS OF STUFF TO PROVE BAD WITHOUT TEST EQUIPMENT.

AND ITS NOT ORIGINAL.

 

Did a little research, I have records of four hondas, code 16. Three 89~ 90, code 16, a main relay fixed all three, a 95 needed an ECM because raw fuel was coming out of the tail pipe after trying to hook up some sort of fuel controller and failed.

The main relay (2 relays inside) does operate the fuel pump on one relay and the injectors on the other relay.

 

Code 16 problem solved....Thanks much Duane it was the main relay.

Still have not solved the MAP problem although I think I may have diagnosed it. Seems that the map ground wire leading from the ECU is not connected to anything except my SAFC. I was tryin to look up what color this wire should be on an EF harness and haven't had any definate answers in my search or responses on my post on EF forum. I also need to get a voltage meter as Duane had suggested.

Thanks again Duane your help is much appreciated