Page 2 of 2 FirstFirst 12
Results 11 to 14 of 14

Thread: Lean Sputter/Hard Start Warm

  1. #11

    Default

    Think I got it. 80 psi is too high on the supply side. Should be 58.5-60 psi because the regulator is restricting flow. Check regulator for debris and check pressure coming out of regulator and it should be near zero. If there is pressure on the return side, it's a problem that needs to be addressed?

  2. #12
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,742

    Default

    Quote Originally Posted by dgibby View Post
    If there is pressure on the return side, it's a problem that needs to be addressed?
    Yes: https://youtu.be/KyTBZypPVcs?list=PL...BB99AF17&t=197 (Holley EFI YouTube Tech Video)
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 MT tires.

  3. #13

    Default

    There should be a way to jump the terminals on the fuel pump relay and run the fuel system without starting the engine. That way you could check fuel pressure, leaks or noise. I know the Sniper fuel system should pressurize each time the key is switched to run. But sometimes it's helpful to run the fuel pump for extended intervals to test or troubleshoot.

  4. #14
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,742

    Default

    Yes, you can jump fuel pump relay terminals #30 & #87.

    I use what I call a "Test Relay" for troubleshooting use. All you need is a typical 4 or 5 terminal automotive relay. Disassemble the relay by carefully prying outward on the four tabbed walls. (Notice one of the tabs is notched for aligning with terminal #30.) Then remove the internal components (coil, contacts, terminals, etc.) but leave the exterior terminals #30 & #87 intact. Simply solder the braided wire from terminal #30 to the remains of terminal #87. (If using a 5 terminal relay, the center terminal #87A is difficult to remove, so just cut it off.) Snap the cover back onto the base, and your "Test Relay" is completed (which I often use for many other purposes as well). Of course, a jumper wire works too, but the "Test Relay" is a professional grade tool.

    Ensure the fuel pressure is properly adjusted and the "Actual System Pressure" (Terminator - "Fuel Pres") is accurately entered in Engine Parameters.
    With TBI, the Actual System Pressure is measured anytime engine is running (no vacuum reference hose), or key-on/engine-off pump running.
    With MPFI, the Actual System Pressure is measured with the vacuum reference hose temporarily disconnected, or key-on/engine-off pump running.

    The fuel & oil pressure transducers are completely optional. The engine runs the same with or without them.
    The fuel & oil pressure transducers are used for Data Monitoring, Data Logging and setup Outputs based on fuel & oil pressure.
    They're "plug & play" into the main harness, and you'll eventually want to use them. And they don't consume any Custom I/O either.

    This is not to be confused with the "Actual System Pressure" fuel parameter (in Engine Parameters),
    which must be entered accurately, because the ECU does use this single value for lb/hr calculations.
    http://documents.holley.com/techlibr...l_injector.pdf (Selecting A Fuel Injector Size)
    https://www.vaporworx.com/documentat...re-regulators/ (Vacuum/Boost Referenced Fuel Pressure Regulators)
    http://documents.holley.com/techlibr...owdatarev2.pdf (Fuel Injector Flow & Off Time Data)
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 MT tires.

Page 2 of 2 FirstFirst 12

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •  
About us
Holley has been the undisputed leader in fuel systems for over 100 years. Holley carburetors have powered every NASCAR® Sprint® Cup team and nearly every NHRA® Pro–Stock champion for four decades. Now, Holley EFI is dominating the performance world as well as our products for GM's LS engine. Holley's products also include performance fuel pumps, intake manifolds & engine dress–up products for street performance, race and marine applications. As a single solution, or partnered with products from other Holley companies - Hooker Headers, Flowtech Headers, NOS Nitrous, Weiand, Earl's Performance Plumbing, or Diablosport - Holley products can give you the edge you need over the competition.
Join us