running extremely rich

[steelbuckeye]

yea it's an automatic. when it was hooked up to the scanner i did run all the tests it had, but it was a month ago, so i dont particularly remember the IAS test. i just remember that every test i did i could hear actuators working. fuel pressure was checked and it was right at 53psi. all the vacuum lines seemed to be in ok condition and routed correctly. the lines to the baro sol are correct as well. when running if i unplug one of the sensors from the dist pickup it does nothing, the other kills the engine immediately. should they both have an effect at idle, if unplugged? im leaning towards your idea of eliminating all the crap under the hood. thanks, again.

[Screamin4banger]

It sounds like that stuff has been checked then.
I'm still hung up on figuring out whats up with those MAP voltages. I'll just toss some theory at you and you'll see what I mean.
These cars use a speed/density fuel system as opposed to a mass-airflow system. That makes the MAP sensor king-of-the-hill when it comes to fuel control. On a naturally-aspirated motor, engine vacuum is highest with the throttle closed and decreases as the throttle is opened. WOT on a naturally-aspirated engine is darn near zero vacuum. Naturally-aspirated speed/density systems use a 1Bar MAP sensor measuring just the vacuum range versus the 5volt reference. As the vacuum drops on a naturally-aspirated engine, the MAP sensor reports to the computer to increase injector pulse-width to to increase fuel to the cylinders. When everything is working correctly on naturally-aspirated engines, opening the throttle to allow in more air drops to vacuum seen by the MAP thereby increasing the injector pulse-width to increase the amount of fuel being added to the incoming air.
Now lets apply that to forced-induction engines. in order to compensate for the boost, we replace the 1Bar MAP with a 2Bar MAP. The same 5volt reference applies here, but it is now spread over twice the pressure range. The standard fuel pressure regulator is replaced by a boost-sensitive fuel pressure regulator. We now also have a Barometric Read solenoid placed inline between the intake and the map allowing the computer to take pressure readings both inside and outside of the engine. The same theory applies as we open the throttle the vacuum decreases and the inject pulse-width increases as well + we now have the fuel pressure increasing as well. As the turbo spools up on our engine we no longer have a vacuum situation and are now reading boost as the injector pulse-width continues to increase and the fuel pressure continues to increase.

You can see how this all is supposed to work in harmony.

PS... I hope this crazy-long post was helpful.