ISSUES
1.idle surges 750-3000 back and forth at all times unless revved past 3000
2.NO CEL
3.idle surges continue while driving(not just park or neutral)

WHAT I'VE DONE SO FAR
A.used starter fluid and propane for vacuum leak testing(because of no CEL)
B.checked TPS and MAP sensors for reference voltage/signal and continuity
C.readjusted and cleaned fitv
D.cleaned and test iacv
E.cleaned and test egr and egr ports
F.cleaned out throttle body and made sure cables werent binding/snagging
G.bled coolant system
H.cleaned all ground contact patches
I.checked spark plugs and wires(proper connecting sequence too)
J.checked distributor cap and rotor
K.resetting ECU/ECM
L.test drove multiple times hoping a code would set(scary stuff i prefer not having brakes vs the car trying to lunge out when it peaks at 3000 rpm)
M.researched online(google, yahoo, bing) to see if anyone else came across the same issue with different make/model cars and found nothing i havent already done to diagnose the issue

BEFORE THE ISSUES THINGS I HAD JUST REPLACED
wheel bearings
rotors
pads
calipers
master cylinder
spark plugs/wires
oilchange semisynthetic to royalpurple
radiator flush (galvanic test was just under 0.3v)
motor/trans mounts
cv axles (both sides)
torque converter*engine and trans came out for this, issues arrived at start up for test drive*

if anyone has knowledge of my issues, any advise, or know of anyone with the same or had the same issues that solved them advise or info is greatly appreciated.If i figure it out on my own I'll post what solved the issue and what caused it for others.Thanx

 

For giggles, be sure the pcv and the hose are good and seated properly.

 

If it happens hot or cold, driving and in park. It is most likely a vacuum leak. Where you have done so much work under the hood as of late. I would check to make sure all of your vacuum lines are connected and not cracked or cut.

 

propane and starter fluid were for vac leak test
this is the first time ive experienced or even heard of the idle surging while driving under load
and the pcv would have nothing to do with the idle issue pcv standing for positive crankcase ventilation relieves valve cover pressure gases back into the IM reburning the hydrocarbons that build up for emissions
ive had vacuum leaks before they didnt stay at a constant surge while driving but it was also in a 5speed not an automatic

 

OK well the only other thing I can think of to look at would be a faulty ECT sensor or a low coolant level/air pocket in the cooling system.

Sucks that this is a pre OBDII chassis. No way to easily monitor the PGM-FI sensors for corupt data.

FYI if the PCV is not working properly it most defietly will cause an issue with engine operation. 1. if the hose is cracked or not seated properly it will cause a vacuum leak. 2. if it is cloged it will not allow air to pass. The ECU is set up to compensate for XXX amount of air to pass the PCV under certain manifold vacuum @ idle.

 

engine operation yes my idle issue NO here is some info on the pcv system straight from NATEF. the obd1 is a bit harder but at the same time being in California it also makes smog easier for me not being based on monitors but emissions limit values.

CRANKCASE EMISSION CONTROL
No Image
FIGURE 51-14
PCV systems draw blow-by gases out of the crankcase to be burned in the combustion chambers.
While the engine is running, some gases from the combustion chamber leak past the piston rings and the cylinder walls, down into the crankcase. This leakage is called blow-by. To prevent pressure buildup during operation, the crankcase must be ventilated. Unburned fuel (hydrocarbons) and water from condensation also find their way into the crankcase and sump. When the engine reaches its full operating temperature, the water and fuel in the crankcase evaporate. In older vehicles, crankcase vapors were vented directly to the atmosphere through a breather tube or road-draft tube. It was shaped so that air flowing past it while the vehicle was being driven helped draw the vapors from the crankcase. This resulted in blow-by gases being vented directly to the atmosphere.
Modern vehicles are required to direct crankcase blow-by gases and vapors back into the intake manifold where they can be returned to the combustion chamber to be burned. A common method of directing gases and vapors back to the intake is through the emission control system called the positive crankcase ventilation (PCV) system FIGURE 51-14. The PCV system regulates the flow of blow-by gases between the crankcase and the intake manifold.

Types of PCV Systems
There are three main types of PCV systems: variable orifice, fixed orifice, and separator type. All three types do the same job—ventilate blow-by gases back to the intake manifold to be burned in the combustion chamber.
In a variable-orifice type of system, a replaceable, spring-loaded PCV valve regulates gas flow. The position of the PCV valve is controlled by the pressure in the manifold. With the engine off, the spring holds the PCV valve in the closed position, and air cannot enter the inlet manifold. This allows the engine to start. At idle, intake manifold pressure draws the PCV valve to the other end of the PCV valve’s housing, where it allows only a small, measured amount of gases and air past the PCV valve. At wider throttle openings, the PCV valve plunger position allows maximum flow through the PCV valve’s housing, which gives maximum crankcase ventilation and tends to match the higher amount of blow-by gases under that condition.
The PCV system is designed to remove more air than just blow-by gases, so there should almost always be more ventilation capacity than the amount of blow-by. The additional air that the system removes comes from a fresh air intake hose or tube, usually attached to the air cleaner assembly. The fresh air intake hose directs filtered air to one side or end of the crankcase. This intake point is usually as far as possible from the PCV valve to ensure that as much of the blow-by gases are pulled from the crankcase as possible, giving good ventilation.
The PCV system has two main purposes, to remove blow-by gases from the crankcase in a manner that is not harmful to the environment and to prevent a buildup of pressure in the crankcase. Modern PCV systems are of the closed (sealed) type. This means both ends of the PCV system are connected to the intake system. The PCV valve is connected directly to the intake manifold below the throttle plate, while the fresh air hose is connected to the air intake above the throttle plate. Having a closed system means any gases that cannot be handled through the vacuum side of the system are directed back through the fresh air connection to the air cleaner assembly, where they are drawn into the intake airstream, and burned in the combustion chamber.
The fixed-orifice type of PCV system usually involves a screw-in fitting with a small hole drilled in it. The hole creates a predetermined vacuum leak that draws a predetermined amount of crankcase vapors from the crankcase. Engineers have factored the vacuum leak into the engine management system to ensure the correct air–fuel mixture. The fixed orifice is typically mounted on or in the intake manifold.
The separator type of PCV system involves a valve that is hooked to the pressure side of the crankcase, an oil return line at the bottom of the valve, and a suction line on the other side. Oil that is mixed with blow-by gases enters the separator, and the heavy oil tends to fall out of the mixture to the bottom of the valve and return to the crankcase. The separator type is used on turbocharged applications since turbocharged systems pressurize the intake system and would close off a standard PCV valve.

Common PCV Failures
PCV failures can occur and potentially create drivability problems for the customer. The most common problem is when the PCV system has a vacuum leak. The hose connecting the PCV valve to the intake manifold can crack and create a vacuum leak. Vacuum leaks tend to cause a lean air–fuel mixture and create a rough idle, which is most noticeable while the vehicle is stopped at a stop light.
PCV systems can also become clogged. Over time, especially if the vehicle’s oil changes are neglected, the PCV valve or hose can plug up with sludge. If this happens, the PCV system cannot ventilate the crankcase and blow-by gases will contaminate the oil further, which creates more sludge throughout the engine. Another common failure from a clogged PCV valve or hose is oil being pushed up into the housing. If oil is found in the air filter housing, the PCV system is either being overwhelmed by the blow-by gases (the piston rings are worn out), or the suction side of the PCV system is clogged/restricted. This causes the pressure to build up in the crankcase, which then forces oil mist up the fresh air hose to the air cleaner housing. In this case, check that there is strong vacuum present at the PCV valve when the engine is idling and that the valve is not restricted. Also test the crankcase pressure using a blow-by gauge.
Repeat engine oil leaks may be the result of excessive pressure in the crankcase. If this pressure cannot be removed, it will continue to build and eventually either push oil past the seals or in some cases even push oil seals and gaskets out of position, causing an oil leak. In the event of multiple gasket or seal failures or repeat failures, be sure to check that the PCV system is operating correctly by testing for the proper PCV system flow.

 

im gonna try checking the evap purge solenoid and timing on tuesday i'll let everyone know how it goes upon completion.

 

Just plug the PCV valve with your thumb, and see if the surging stops.
A bad PCV valve or leak will most diffinately cause idle surging.

 

lol... so this is what i did i checked timing and it was good marks lined up used a timing light and it was good kinda fluctuated a little with the surges(expected with timing advance as the rpm's rise.)
I decided not to go the evap route got a bright light and started looking around noticed a crack at the end of the intake manifold right above the ecu ground in that plate where all the vac lines connect right where i didnt spray down with starter fluid went back hit that plate with starter fluid and managed to kill the motor went to picknpull snagged another one, rpms at 650 now no more surging.

Next time i know to spray the whole intake manifold not just by the tb, iacv, and by the injectors.