Hi folks.  Took my 88 Formula out of storage, it's failing emissions

had a slightly "rich" smell for some time.

So far I have:
- replaced plugs (AC Delco) & distributor cap, fresh oil.
- new AC Delco PCV valve
- timing: 9-11 degrees across all (10 deg spec)
- analog multimeter test at TPS, both sides, smooth.
- checked O2 w scantool, crosses every few seconds.
- GM top engine cleaner (spray) + throttle body cleaning
- blueprinted injectors (marren, ~1-2 yrs ago - at their advice, no
injector cleaner chemicals thereafter)
- vac pump to leak test all vac lines
- GM service manual procedure to test vapor purge canister purge valve
- GM Service manual procedure to test EGR circuit (6E3-C7-5), see
below...

EGR solenoid blocks with diagnostic terminal open, lets vac pass with
it grounded.  Lifting EGR on running engine produces the expected idle
roughness.  Ported vacuum is ok (up to 10Hg on a good rev).  However,
when I perform the last test (system connected w/ diagnostic grounded),
there is near or slightly less than 2 Hg of vac getting to the EGR.  No
vac line leaks (tested each w/ vac pump).  Since it's a manual, the P/N
switch is irrelevant.  Service manual offers no further guidance.

EGR valve requires 4Hg of direct vacuum to begin lifting the valve, and
about 5Hg to fully extend it.  Thus unlikely the ~2Hg provided by
solenoid is enough.  The manual says to "apply vacuum" but it does not
say how much :-)

Also noticed, using vac pump as ported source to EGR solenoid, EGR side
plugged off, I loose about 1 Hg pressure every 8 seconds through the
solenoid.  Solenoid has a relief outlet; is that slight VAC leak from
the solenoid to be expected?

Does this all point to an EGR circuit problem?  Solenoid?  Or should a
properly functioning EGR valve open with less than 4-5Hg vac?

BTW, should the ported vac source be at the top or bottom inlet of the
EGR solenoid?  I have tried it both ways, didn't affect test results
above.

Any other ideas?  Any good tests for the catalytic converter btw?

Thanks,
Bob