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Thread: Exhaust pops under acceleration.

  1. #41

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    New laptop, now Windows 10. Downloaded V5 build 130. Updated firmware in ECU & 3.5" touchscreen. Took known good V2 tune (no exhaust popping) from 2017 & opened in V5. Sent to ECU. Car fired right up, but problem is still there. Tried running Open Loop, no change. Also all injectors were sent out, tested, cleaned all OK.

    I decided to do something different and start several very short datalogs. I may have found something - timing. The timing should be about 25°, but according to the datalog it's closer to 10°. Only while making that noise. I have my Knock Retard set at 15°, so now it makes sense. The only question is why? Can anyone enlighten me on how the Knock Retard works in the Holley EFI software? I want it to be safe, but it may be getting triggered prematurely.

  2. #42
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    Dec 2009
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    Connecticut
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    Quote Originally Posted by another69 View Post
    I decided to do something different and start several very short datalogs. I may have found something - timing. The timing should be about 25°, but according to the datalog it's closer to 10°. Only while making that noise.
    I mentioned to scrutinize timing in post #2 of this thread.

    I have my Knock Retard set at 15°, so now it makes sense. The only question is why?
    My question exactly. Why is your Knock Retard set so high?

    Can anyone enlighten me on how the Knock Retard works in the Holley EFI software?
    EFI Software Help Information/Instructions:
    ‒ On the top Toolbar, click "Help" & "Contents". This opens all Help topics.
    ‒ When navigating the software, click "Help ?", drag it to any parameter and click again.
    ..This automatically opens the definitions for that specific parameter.
    ‒ Tuning information can be read by clicking the F1 key, when you're viewing any screen.
    http://documents.holley.com/techlibrary_199r10544.pdf (Holley EFI Help/Instructions Overview)
    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/2800 RPM converter, M4602G aluminum driveshaft, FRPP 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 tires.

  3. #43

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    The original settings (in V2) for timing retard were 3° "Retard Per Ring" and 9° Max Timing Retard. When opened in V5 for some reason it changed to 15° "Retard Per Ring". I changed it all back to the way in was in V2 and did another datalog. Engine feels much stronger, but still popping.

  4. #44
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    Dec 2009
    Location
    Connecticut
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    What does your ignition system consist of? Distributor? Ignition Coil? CDI Box?
    Read post #2, "Reluctor Tooth Misalignment": https://forums.holley.com/showthread...-great-upgrade! (Distributor vs. DIS/CNP/COP Ignition Timing Difference & Feel)
    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/2800 RPM converter, M4602G aluminum driveshaft, FRPP 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 tires.

  5. #45

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    Ignition is factory LS3 Coil-Near-Plug. 58x tooth crankshaft, factory coils, new plugs & Granatelli wires. The Holley harness plugs directly into the coils, no adapter. Firing order is correct 1-8-7-2-6-5-4-3.

  6. #46

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    Danny, looking back at your previous posts you mentioned that the Learn Table is a good indicator of an issue. Well, I definitely see something there. Values over 15% in the problem areas. Last year no issues. What could cause this? Could a misfire cause a lean spike that would make the ECU dump more fuel? Or is there something else?

  7. #47
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    Dec 2009
    Location
    Connecticut
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    http://forums.holley.com/showthread....1842#post61842 (Learn Table - Diagnostic/Troubleshooting Tool)
    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/2800 RPM converter, M4602G aluminum driveshaft, FRPP 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 tires.

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