Removing the secondary air pump and lines

Be careful how you do this with regard to the vacuum hoses. You don't need the electrovalve, nor its electrical connection, if you remove the air injection system, but you need to make sure that the differential pressure switch still correctly "sees" the vacuum level present in the intake manifold -- i.e., just unplug the electrical connector from the electrovalve and either:

1. Leave the vacuum hose coming from the "T" connected to the electrovalve port 1 (which always blocks the hose because the electrovalve is always unenergized with the electrical connector removed), or

2. Remove the vacuum hose coming from the "T" to the electrovalve and physically block it with something, or

3. Remove the "T" completely and run the longer vacuum hose directly from the intake plenum to the differential pressure switch.
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Steve,
Why not just remove it all and cap the vacuum port at the plenum?

Can you please elaborate on this:
"you need to make sure that the differential pressure switch still correctly "sees" the vacuum level present in the intake manifold"

Which item in your pic is the differential pressure switch?

Thanks in advance,
Vincenzo

 

Because that would also disable the Differential Pressure Switch. The way that the Differential Pressure Switch and Electrovalve are mounted and plumbed together, it can appear that it is all part of the same (air injection) system, but they are not -- they just happen to share the same vacuum line going to the intake plenum and the same bracketry:
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Same pic with some spelling and grammar fixes:
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I have the 12 Cyl. out. debating if I should remove this from my 87TR.


Ago

 

Steve,

Thanks for your time & pics - now I get it!

Rgds,
Vincenzo

 

Does this apply for the 512tr when removing the air pump. The diagram for the airpump looks a bit diffrent then the tr diagram

 

Dear Ferraristi,

Steve, your posts are always sooo informative and written in clear and understandable language.

Thank you as always!

You should offer training seminars to the F techs that need to learn something about the older F cars.


Shamile

Freeze....Miami Vice !

 

After doing some research its apparent that the TR air is different from the 512. There are two electrovalves running to the to the pump. Now the driverside electrovalve runs one line to the pump then one line to electrovalve #2 on the passengerside. Then the other line from electrovalve #2 runs to the intake. Now if I understand correctly from what steve is explaining is.... this line(line to intake) has to be connected so it can read the vaccum pressure of the intake. Make any sense? I don't know how to post pics but it would make it easier if there was one.

 

Steve is a God, amongst us mortal Ferrari men!

 

Are you guys removing the pipes also - is there a block off plate for this?

 

I have to agree on that point.

 

As a rule of thumb I would not assume ANY system is the same between the 512TR and the TR, although some may actually be the same.
They run completely different fuel injection systems for one thing plus a myriad of other changes that change the whole character of the car..

It is safer to treat them as completely different cars and rely on the specific diagrams for each.. There is a site where you can download these diagrams (I'm looking).

Edit: Try here, http://www.ferraridatabase.com/

 

A block-off plate has to be fabricated. I think Carguy has done the airpump/pipe delete on his. Check with him.

 

Here is the diagram of the 512tr secondary pump system. I understand I have to make block-off plates for the block . What do i do with the hose going to the plenum. Do I need to keep any part of this system? On the TR you mentioned the differential pressure needs to remain connected. But I dont see it on this diagram

Thanks
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Correct - in this case, you can just remove it all, and plug/cap the small inlet nipple on the plenum.

(just for the record, I don't support removing these systems on TR or 512TR)

 

Other then cleaning up the engine bay are there any other positives to removing this or are there more negatives. Please let me know as this may change my mind.

 

I know what you mean by "cleaning up", but when I look at an engine bay with such a modification, I think "incomplete" (and want a big $ discount as a Buyer). Continuous air injection (from the mid~late 1970's) has a much larger performance hit (and more of a reason to remove IMO -- but I'd still keep all the stock stuff for resale). These only-run-when-cold later air injection systems, that don't have stuff physically blocking the exhaust port, are much more benign. Your cats (if you still have those ) will suffer some with it removed too. JMO, but a "complete", and unmolested, car is always an easier sell.

 

Great point to think about when making mods to these cars. But I hope I never have to sell this car.

Ok last question about this removal. The electrovalve I presume are contected to electrical components? If so what effect do you think it will have on the computer or codes. Will it put a code out and retard performance ? If I use a SD-2, will it pick up the mod.

 

I agree with Steve...if your still running cat convertors, do not remove the air injection system. If you do remove the system...just save everything you take off and pack it away.