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Thread: Excessive battery voltage, TPS floating & rich fuel.

  1. #21
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    I'm not sure of anything, because the ECU was locked in Open Loop the entire time. It should be in Closed Loop.
    http://forums.holley.com/showthread....5760#post45760 (Scroll down to "Learn Issues, Self-Tuning".)
    http://forums.holley.com/showthread....7370#post47370 (Closed Loop & Learn Table - Especially posts #2, #6 & #11.)

    Also, the AE vs TPS Rate of Change was going berserk, even though the TPS Position wasn't changing. Seems like TPS noise to me, maybe due to improper engine grounding (LINK)? Is the ECU main power & ground wired directly onto the battery terminals (LINK & LINK)?
    May God's grace bless you in the Lord Jesus Christ.

    '78 BRONCO: 508" stroker, TFS heads, 11:1 comp ratio, Dominator MPFI & DIS, cold air induction, Spal dual 12" fans/aluminum radiator, dual 3" exhaust/Magnaflow mufflers, Moroso vacuum pump, Accusump, engine oil & trans fluid coolers, 100HP progressive dry direct-port NOS, A/C, LenTech Strip Terminator wide-ratio AOD/2500 RPM converter, 3:1 Atlas II, modified Dana 44/60-lockers-4.10s, hydroboost/4-disc brakes, ram-assist/heim joint steering, Cage long radius arms, traction bars, 4" Skyjacker lift, 35" mud tires

  2. #22
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    Yes, ECU power & ground are directly hooked to the battery. I have two grounds from the engine to the chassis. I have performed voltage drop tests on all grounds and there isn’t an issue there.

    Again, I can turn the engine off after it's going crazy like that, and then fire it back up and it might run smoothly again. Meaning, TPS at 0% at idle, AFR normal range and voltage reading ~14.5 volts. It’s the craziest thing.

  3. #23
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    What RPM & MAP kPa does your engine hot idle at? I think your Target A/F Ratio Table is programmed wrong in the idle area.
    Although I still think the AE vs TPS Rate of Change was going berserk, even though the TPS Position isn't changing, is the problem.
    https://forums.holley.com/showthread...o-Much-Voltage (Related Forum Thread)
    https://forums.holley.com/showthread...age+difference (Possible Ford TFI Issues)
    May God's grace bless you in the Lord Jesus Christ.

    '78 BRONCO: 508" stroker, TFS heads, 11:1 comp ratio, Dominator MPFI & DIS, cold air induction, Spal dual 12" fans/aluminum radiator, dual 3" exhaust/Magnaflow mufflers, Moroso vacuum pump, Accusump, engine oil & trans fluid coolers, 100HP progressive dry direct-port NOS, A/C, LenTech Strip Terminator wide-ratio AOD/2500 RPM converter, 3:1 Atlas II, modified Dana 44/60-lockers-4.10s, hydroboost/4-disc brakes, ram-assist/heim joint steering, Cage long radius arms, traction bars, 4" Skyjacker lift, 35" mud tires

  4. #24
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    Update on this. I've been working with a good friend of mine to troubleshoot this, and he noticed that the sensors are going crazy during cranking and carrying over after the engine fires. He suggested running a series of cranking datalogs without spark to see what it shows.

    At this point, we've eliminated the MSD box and WBO2 sensor, as the datalogs were still erratic with these disconnected. I ran several datalogs with the 2-wire connector on the coil and the TFI disconnected and have seen the same results. NO ERRATIC DATALOGS. At this point, my buddy said signs are pointing towards the coil or TFI module. Next step is to run cranking datalogs with the TFI connected and that 2-wire coil connector disconnected.
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    Last edited by 66FSTBK; 12-28-2017 at 11:57 PM.

  5. #25
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    Quote Originally Posted by 66FSTBK View Post
    At this point, my buddy said signs are pointing towards the coil or TFI module.
    It wouldn't surprise me at all. I no longer advocate using the Ford TFI or GM small cap HEI distributors, because too many (but not all) Holley EFI users have had problems with them.
    (This is also corroborated by Holley Tech & one of their EFI Engineers.) The Holley Dual Sync distributor (with two Hall-Effect sensors) is specifically designed and "plug & play" for Holley EFI.

    FYI: Holley EFI now sells their own Dual Sync Hall-Effect distributors (LINK).
    They're a small cap design, "plug & play" with Holley EFI, and no need for a modified Firing Order.
    The crank & cam sensor signals also provide sequential injection capability (MPFI applications).
    It's "plug & play" (into the 10-pin ignition connector on the EFI Main Harness) and requires a CD
    ignition box (Instructions). The MSD 6201 Digital 6A CDI box & 8253 HVC-2 coil are a great match.
    The MSD CD ignition box is wired as shown in the Holley EFI Wiring Manual:
    http://documents.holley.com/techlibr...10555rev17.pdf (Holley EFI Wiring Manual - Figure 11, Page 20)
    https://www.youtube.com/watch?v=AM7r-DauCak (Holley EFI Dual Sync Distributor - YouTube Tech Video)
    A blank cap (LINK) is available, if the user decides to convert to Coil-Near-Plug/DIS later (no CDI box).
    Of course, this component can also be used as a crank and/or cam sync/oil pump drive unit.

    The Custom Ignition Parameters (in System Parameters) for the Holley EFI Dual Sync Distributor:
    Ignition Type ............. ― "Custom"
    Crank Sensor Type ..... ― "1 Pulse/Fire"
    Sensor Type .............. ― "Digital Falling"
    Inductive Delay .......... ― "100.0 usec" ( Synchronization info, adjusted per application.)
    Ignition Reference Angle ― "50°" ( Inherent rotor-phasing of this unit.)
    Cam Sensor Type ........ ― "Single Pulse" ( "Not Used" for TBI, unless CNP ignition.)
    Sensor Type .............. ― "Digital Falling"
    Output Setup Type ..... ― "Points Output" ( CDI box ground trigger.)
    Dwell Time ................. ― "2.0 msec" ( Do not set this to 1.5 msec!)
    May God's grace bless you in the Lord Jesus Christ.

    '78 BRONCO: 508" stroker, TFS heads, 11:1 comp ratio, Dominator MPFI & DIS, cold air induction, Spal dual 12" fans/aluminum radiator, dual 3" exhaust/Magnaflow mufflers, Moroso vacuum pump, Accusump, engine oil & trans fluid coolers, 100HP progressive dry direct-port NOS, A/C, LenTech Strip Terminator wide-ratio AOD/2500 RPM converter, 3:1 Atlas II, modified Dana 44/60-lockers-4.10s, hydroboost/4-disc brakes, ram-assist/heim joint steering, Cage long radius arms, traction bars, 4" Skyjacker lift, 35" mud tires

  6. #26
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    I ran five datalogs with the TFI plugged in and the 2-wire coil connector disconnected, and all five datalogs were perfect. Looks like the coil may be the culprit. Going to grab a Motorcraft coil from the parts store and I will report back.

  7. #27
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    That's good troubleshooting work. I looking forward to the results of your diagnosis.
    May God's grace bless you in the Lord Jesus Christ.

    '78 BRONCO: 508" stroker, TFS heads, 11:1 comp ratio, Dominator MPFI & DIS, cold air induction, Spal dual 12" fans/aluminum radiator, dual 3" exhaust/Magnaflow mufflers, Moroso vacuum pump, Accusump, engine oil & trans fluid coolers, 100HP progressive dry direct-port NOS, A/C, LenTech Strip Terminator wide-ratio AOD/2500 RPM converter, 3:1 Atlas II, modified Dana 44/60-lockers-4.10s, hydroboost/4-disc brakes, ram-assist/heim joint steering, Cage long radius arms, traction bars, 4" Skyjacker lift, 35" mud tires

  8. #28
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    Oklahoma
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    Well, the new coil didn’t do anything. Same symptoms at startup. With everything eliminated and the symptoms still not occurring during cranking datalogs with the 2-wire coil connector being disconnected, it makes us wonder if it's RFI?

  9. #29
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    Quote Originally Posted by 66FSTBK View Post
    ...it makes us wonder if it's RFI?
    I don't usually suspect an RFI/EMI problem, but in this case, I think that's what I'm seeing (TPS noise - posts #21 & #23).
    http://documents.msdperformance.com/...terference.pdf (MSD Tech Tips - Radio Frequency Interference)
    May God's grace bless you in the Lord Jesus Christ.

    '78 BRONCO: 508" stroker, TFS heads, 11:1 comp ratio, Dominator MPFI & DIS, cold air induction, Spal dual 12" fans/aluminum radiator, dual 3" exhaust/Magnaflow mufflers, Moroso vacuum pump, Accusump, engine oil & trans fluid coolers, 100HP progressive dry direct-port NOS, A/C, LenTech Strip Terminator wide-ratio AOD/2500 RPM converter, 3:1 Atlas II, modified Dana 44/60-lockers-4.10s, hydroboost/4-disc brakes, ram-assist/heim joint steering, Cage long radius arms, traction bars, 4" Skyjacker lift, 35" mud tires

  10. #30
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    Dec 2013
    Location
    Oklahoma
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    I found some corrosion on the starter connections and cleaned that up. I also shielded the orange & black wires from the MSD CD box. Tested all sensors to be sure they were getting a full 5 volts, and all were good. I ran seven cranking datalogs with everything connected, and all were perfect. My buddy made a shielded TFI harness to replace the stock one. Should be getting that done in the next week or so. Maybe we're getting somewhere. I will fire the car up later today and see what happens. Crossing my fingers.

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